VNX - Su Avensis Main Characteristics 1997 2003 PDF

FOREWORD
To assist you in your sales and service activities, this manual explains the main characteristics of the new AVENSIS/
CORONA, in particular providing a technical explanation of the construction and operation of new mechanisms
and new technology used.
Applicable models: AT220, 221, ST220, CT220, CDT220 Series
This manual is divided into 4 sections.
1. Introduction Exterior appearance and model code.
2. New Model Outline Explanation of the product to give a general understanding of its features.
3. Technical Description Technical explanation of the construction and operation of each new system and
component.
4. Appendix Major technical specifications of the vehicle.
CAUTION, NOTICE, REFERENCE and NOTE are used in the following ways:
CAUTION
A potentially hazardous situation which could result in injury to people occur if

instructions on what to do or not to do are ignored.
NOTICE
Damage to the vehicle or components may occur if instructions on what to do or not

to do are ignored.
REFERENCE
Explains the theory behind mechanisms and techniques.
NOTE
Notes or comments not included under the above 3 titles.
For detailed service specifications and repair procedures, refer to the following Repair Manuals:
Pub. No.
Manual Name
D AVENSIS/CORONA Chassis and Body
Repair Manual
D 4A-F, FE/7A-FE Engine Repair Manual
Supplement
D 3S-FE Engine Repair Manual Supplement
D 2C-TE Engine Repair Manual Supplement
D AVENSIS/CORONA Electrical Wiring
Diagram
RM599E
RM611E
RM609E
RM612E
EWD330Y
All information contained herein is the most up-to-date at the time of publication. We reserve the right to make
changes without prior notice.
This manual is for the exclusive use of the dealers.
1997 TOYOTA MOTOR CORPORATION
All rights reserved. This book may not be reproduced or copied, in whole or in part, without the
written permission of Toyota Motor Corporation.
First Printing: Nov. 26, 1997 01-971126-00
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TABLE OF CONTENTS
IN
1. INTRODUCTION
J EXTERIOR APPEARANCE . . . . . . . . . . . . . . .
J MODEL CODE . . . . . . . . . . . . . . . . . . . . . . . . . . .
J MODEL LINE-UP . . . . . . . . . . . . . . . . . . . . . . . .
2. NEW MODEL OUTLINE
3. TECHNICAL DESCRIPTION
2
5
6
MO
J INTRODUCTION- DEVELOPMENT
OBJECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EG
J ENGINE
4A-FE Engine (Stoichiometric)
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Specifications and Performance Curves . .
Major Differences . . . . . . . . . . . . . . . . . . . . . . . . .
Intake and Exhaust System . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Control System (Bosch Type) . . . . . . . . . .
30
31
32
33
34
35
J FEATURE 1 Body Design

Front Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
12
13
J FEATURE 2 Engine Type

4A-FE and 7A-FE Engines . . . . . . . . . . . . . . . . . .
4A-FE and 3S-FE Engines . . . . . . . . . . . . . . . . . . .
2C-TE Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2C-T Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
15
16
17
J FEATURE 3 Drivability
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suspention Member . . . . . . . . . . . . . . . . . . . . . . . .
18
19
19
J FEATURE 4 Safety
Crashworthy Body . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Airbag and SRS Side Airbag . . . . . . . . . . . . . .
Seat Belt Pretensioner
with Force Limiter . . . . . . . . . . . . . . . . . . . . . . . . .
Head Impact Protection Storucture . . . . . . . . . . .
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High-Mount Stop Light . . . . . . . . . . . . . . . . . . . . .
Rear Fog Light . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jam Protection Function . . . . . . . . . . . . . . . . . . . .
20
21
22
22
22
23
23
23
J FEATURE 5 Comfort
Wood / Stone Relif Panels . . . . . . . . . . . . . . . . . . . .
Door Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conbination Meter . . . . . . . . . . . . . . . . . . . . . . . . .
Sunglass Storage box . . . . . . . . . . . . . . . . . . . . . . .
Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wire Door Lock Remote Control System . . . . . .
Engine Immobiliser . . . . . . . . . . . . . . . . . . . . . . . .
Liggage Usability . . . . . . . . . . . . . . . . . . . . . . . . . .
Partition Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
24
25
25
25
26
26
26
27
28
4A-FE and 7A-FE Engines (Lean-Burn)

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Specifications and Performance Curve
(4A-FE Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Specifications and Performance Curve
(7A-FE Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Proper . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Control System . . . . . . . . . . . . . . . . . . . . .
42
43
44
45
46
47
47
48
50
3S-FE Engine
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .
57
57
59
60
60
62
2C-T and 2C-TE Engines

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Proper . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
69
70
71
72
73
74
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J CHASSIS
CH
Clutch
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Transaxle
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Gear . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Transaxle
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Shaft
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Vibration Tripod Type CVJ . . . . . . . . . . . . . .
Axle
Front Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brakes
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Master Cylinder and Brake Booster . . . . . . . . . . .
Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suspension
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . .
Suspension Member . . . . . . . . . . . . . . . . . . . . . . .
Steering
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Steering Gear . . . . . . . . . . . . . . . . . . . . . . .
Steering Column . . . . . . . . . . . . . . . . . . . . . . . . . .
Energy Absorbing Mechanism . . . . . . . . . . . . . . .
J BODY
Enhancement of Product Appeal

Roof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshield Moulding . . . . . . . . . . . . . . . . . . . . . .
Rear Window Moulding (Sedan Model) . . . . . . . .
Back Door Window Moulding (Wagon Model) . .
Luggage Door / Back Door Key Cylinder . . . . . . . .
Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seat Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Partition Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aerodynamics
Spat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
87
88
89
90
92
92
93
93
J BODY ELECTRICAL
Lighting
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Headlight Beam Level Control System . . . . . . . . .
Rear Fog Light . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Meter
Combination Meter . . . . . . . . . . . . . . . . . . . . . . . .
Air Conditioning
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Construction and Operation . . . . . . . . . . . . . . . . . .
Accessories
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Window . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wireless Door Lock Remote Control System . . . .
Engine Immobiliser System . . . . . . . . . . . . . . . . .
SRS Airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Side Airbag . . . . . . . . . . . . . . . . . . . . . . . . . . .
94
96
96
97
97
99
100
102
103
104
105
107
108
120
120
121
121
122
122
123
126
IN
127
BE
128
129
130
132
MO
EG
134
136
138
CH
142
143
146
149
153
160
BO
BO
Lightweight and Highly Rigid Body . . . . . . . . . . .

High Strength Sheet Steel . . . . . . . . . . . . . . . . . . .
Body Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Performance Rod . . . . . . . . . . . . . . . . . . . . .
Impact Absorbing Structure . . . . . . . . . . . . . . . . .
Rust-Resistant Body . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Corrosion Sheet Steel . . . . . . . . . . . . . . . . . .
Wax and Sealer . . . . . . . . . . . . . . . . . . . . . . . . . . .
Under Coat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Chipping Application . . . . . . . . . . . . . . . . . .
Low Vibration, Low Noise Body . . . . . . . . . . . . . .
Sound Absorbing and Vibration Damping
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
109
110
111
112
113
116
116
117
117
117
118
BE
4. APPENDIX
AP
J MAJOR TECHNICAL
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 166
118
119
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AP
IN
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EXTERIOR APPEARANCE
4-DOOR SEDAN
145IN01
145IN02
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EXTERIOR APPEARANCE
5-DOOR LIFTBACK
IN
145IN05
145IN06
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EXTERIOR APPEARANCE
5-DOOR WAGON
145IN08
145IN09
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MODEL CODE
MODEL CODE
ST220 L - A E M E K W
1
BASIC MODEL CODE

AT220: With 4A-FE Engine
AT221: With 7A-FE Engine
ST220: With 3S-FE Engine
CT220: With 2C-T or 2C-TE Engine
STEERING WHEEL POSITION

L : Left-Hand Drive
R : Right-Hand Drive
GEARSHIFT TYPE
M : 5-Speed Manual, Floor
P : 4-Speed Automatic, Floor
GRADE
N : LINEA TERRA*
E : LINEA SOL
MODEL NAME
A : AVENSIS/CORONA
ENGINE SPECIFICATION
K : DOHC and EFI
X : Turbocharger
T : Turbocharger and EFI
BODY TYPE
E : 4-Door Sedan
L : 5-Door Liftback
W: 5-Door Wagon
DESTINATION
W: Europe
Blank: General Countries
*: Only for European Model
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IN
MODEL LINE-UP
JEUROPE
TRANSAXLE
DESTINATION
BODY
TYPE
ENGINE
Manual
GRADE
4A FE
4A-FE
C50
C250
LINEA
TERRA
AT220 RL AEMNKW
LINEA
SOL
AT220LAEMEKW
LINEA
TERRA
7A FE
7A-FE
4-Door
Sedan
LINEA
SOL
3S-FE
2C-T
Europe
p /
AVENSIS
4A FE
4A-FE
AT221 RL AEPEKW
LINEA
TERRA
AT220 RL ALMNKW
LINEA
SOL
AT220LALMEKW
AT221 RL ALPNKW
AT221 RL ALMEKW
AT221 RL ALPEKW
LINEA
TERRA
CT220 RL ALMNTW
LINEA
SOL
CT220LALMETW
LINEA
TERRA
AT220 RL AWMNKW
LINEA
SOL
AT220LAWMEKW
LINEA
SOL
2C TE
2C-TE
AT221 RL ALMNKW
ST220 RL ALMEKW
7A FE
7A-FE
3S-FE
ST220 RL AEPEKW
CT220LAEMETW
LINEA
TERRA
5-Door
Wagon
AT221 RL AEMEKW
CT220 RL AEMNTW
LINEA
SOL
2C TE
2C-TE
A246E
CT220LAEMNXW
7A FE
7A-FE
3S-FE
A241E
AT221 RL AEPNKW
ST220 RL AEMEKW
LINEA
TERRA
5-Door
Liftback
S54
AT221 RL AEMNKW
LINEA
SOL
4A FE
4A-FE
4-Speed
S50
LINEA
TERRA
2C TE
2C-TE
Automatic
5-Speed
ST220 RL ALPEKW
AT221 RL AWMNKW
AT221LAWPNKW
AT221LAWMEKW
AT221LAWPEKW
ST220 RL AWMEKW
LINEA
TERRA
CT220 RL AWMNTW
LINEA
SOL
CT220LAWMETW
ST220 RL AWPEKW
JGENERAL COUNTRIES
TRANSAXLE
DESTINATION
BODY
TYPE
ENGINE
Manual
GRADE
4-Door
Sedan
3S-FE
2C-T
C50
S50
4-Speed
S54
A241E
AT220 RL AEMNK
4A-FE
G
l
General
Countries /
CORONA
Automatic
5-Speed
A245E
AT220LAEPNK
ST220 RL AEMNK
CT220LAEMNX
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ST220 RL AEPNK
MO
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INTRODUCTION: DEVELOPMENT OBJECTIVE

8
AVENSIS/CORONA
For 21st century Europe, the Avensis/Corona is
a truly European sedan.
For the first time at Toyota, the integration of everything from design to production of the Avensis/Corona was carried out in Europe.
Combining the refined quality of a Japanese automobile with the logical operability of a European automobile, a new model has
been born with the aim of setting a new European standard. Beginning with a spacious interior cabin that stresses head clearance,
this vehicle also provides lots of luggage space, enhanced entry and exit to and from the vehicle, superior visibility, and excellent
aerodynamic properties. With these general quality improvements this sedan is fully equipped to appeal to the future needs of
the European market. This new model outline starts off by introducing the five points of distinction that give the Avensis/Corona
its charm. Please feel free to use this text in disseminating knowledge about this vehicle in the European market.
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The numerous charms of the Avensis/Corona.

Five features which set new standards for the
21st century.
Feature 1
Body Design
Three body designs bursting with personality to meet

the wide-ranging needs of the European user.
Feature 2
Engine Types
A wide range of engine types are available based on

the high performance lean-burn engine and the new
generation diesel engine.
Feature 3
Drivability
A new mechanism and many refinements have

been added to the suspension, to ensure both a
stable and quiet ride.
Feature 4
Safety
Beginning with a body construction, this vehicle comes

equipped with a wide range of safety equipment.
Feature 5
Comfort
The interior design incorporates a large number of

luxury amenities designed to maximize user comfort.
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MO
NEW MODEL OUTLINE

10
Feature
Body Design
Three body designs bursting with personality

to meet the wide ranging needs of the European user.
The Avensis/Corona lineup boasts three different body styles: a 4-door
sedan, 5-door liftback and 5-door wagon.
This lineup offers individuality, with a large range of customization possible
to meet the wide ranging needs of the European market.
Front Design
The overall length has been shortened from the previous model, and the front and
rear overhang have been reduced. (Front overhang 15 mm, rear 75 mm)
In addition, by extending the wheelbase, a smart modern shape without excessive
styling has been achieved.
The objective was to offer a personal sedan which would appeal to young families.
Sedan
Cd = 0.28!
D The front header has been enlarged by 15 mm. In addition, the aperture of the front
and rear doors has been widened, making it easier to get in and out of the vehicle,
and providing enhanced sitting comfort.
D A rounded lens cut is used for the low-positioned high-powered head lamps. Together
with superior performance, this design gives the vehicle a fresh and distinctive front
view profile.
D The rounded front design, joined with the powerful hood relief gives the vehicle increased presence and an impression of greater solidity. This vehicle will stand out,
even among the wide variety of vehicles found in Europe.
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11
MO
Liftback
Wagon
Using the dynamic design of the sedan model as a base, this

model emphasizes a stylish and sporty look. More so than the
sedan, this model targets younger users.
The uncluttered sporty feel of this design gives this medium lower
class station wagon the distinctive feeling of a higher-status
vehicle. This design expresses a feeling of freedom.
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NEW MODEL OUTLINE

12
Feature
Body Design
Side Design
The front pillar is extended forward by 30 mm
875
15mm
15mm
2630
+50mm
985
75mm
4490 40mm
Sedan
Liftback
Wagon
D This model inherits a spin cast shape. Based on a wheelbase extended by 50 mm,
it has a simple side view construction with a low center, and realizes both a sporty
and high class feel with its tight silhouette.
D The rear header has been lowered by approximately 10 mm, and emphasis is placed
on the teardrop window opening line that flows from the front pillar to the rear pillar.
In addition, the forward-tilt back door panel, slightly raised trunk, and short nimble
rear overhang give it a sporty coupestyle side view.
D The beautiful smooth-flowing construction that runs from the front pillar to the archtype rear pillar help define this models personality. In addition, an underbody that
passes through the cross-section, extending from front to rear, gives it both a sporty
and high class feel that is ideally suited for a medium lower class European automobile.
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13
Rear Design
MO
Sedan
Liftback
Wagon
D The rear end combines a sleek, sharp tail end with an uncluttered construction to
produce a clean-looking image.
D As with the front head lamps, the rear combination lamps utilize a round design for
the lens pattern, giving these independent rear lamps a high quality look.
D Simple rear combination lamps are vertically positioned on the back door surface,
which is shaped to resemble a spoiler rack. This produces a sporty rear view.
D A unique lens pattern is used for the rear combination lamps in conjunction with the
front head lamps to give the rear view a strong integrated feel.
D The roof width has been expanded to emphasize a wide body feel while also maintaining excellent rear view visibility. Good balance between the positioning of the rear
combination lamps and the license plate create a distinctive rear view.
D The rear combination lamps with a unique lens pattern are positioned in a simple
design. This feature produces a common identity with the other models in this series.
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NEW MODEL OUTLINE

14
Feature
Engine Types
A wide range of engine types are available,

based on the high-performance lean burn
engine and the new generation diesel engine.
J High-performance lean burn engine (4A-FE/7A-FE) gives driving performance
and economy
What is lean burn?
In comparison with the stoichiometric engine, this engine Fuel Consumption (L/100km) (4A-FE, M/T)
is able to burn with an extremely lean air mixture (lean
StoichioLean Burn
metric
combustion) ratio while also producing high power. The
lean burn engine realizes approximately an 3 to 11% im- Urban
9.4
10.6
provement in fuel consumption over the stoichiometric Extra Urban
5.9
6.1
engine. This engine offers an excellent balance between Combined
7.1
7.7
driving performance and economy. (See comparison between the 4A-FE and the stoichiometric engine.)
: New
: Previous
60
120
50
100
Output
Torque
160
70
140
90
: New
: Previous
Nm
80
Torque
Nm
160
7A-FE
70
140
60
120
50
100
40
40
30
30
20
20
10
10
rpm
rpm
1,000 2,000 3,000 4,000 5,000 6,000 7,000

Engine Speed
Max. Output
Max. Torque
Sales
Point
80
Output
kW
90
4A-FE
1,000 2,000 3,000 4,000 5,000 6,000 7,000

Engine Speed
74kW/5,800rpm
Previous 73kW/5,800rpm
136Nm/4,400rpm
Previous 130Nm/4,600 ~ 5,200rpm
Max. Output
Max. Torque
81kW/5,600rpm
155Nm/2,800rpm
The 4A-FE and 7A-FE engines are able to combine economical fuel consumption by means of lean burning without sacrificing power. For those drivers who
want lively driving performance but who also worry about fuel consumption,
this is the perfect engine.
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15
J The low and midrange torque has been improved [4A-FE (Stoichiometric)/3S-FE]
through modifications of the intake manifold and intake air chamber.
The air mixture intake efficiency has been improved by extending the length of the intake manifold. In
particular, improvement in the practical control of the low and midrange torque during city driving has
been achieved.
Previous
New
*The illustrations are intake manifold for 4A-FE engine.

kW
90
: New
: Previous
90
80
Nm
70
180
80
170
70
140
60
120
50
100
Output
Torque
Nm
160
kW
100
3S-FE
40
Torque
4A-FE
160
60
150
50
140
40
30
1,000 2,000 3,000 4,000 5,000 6,000 7,000

Engine Speed
30
20
20
10
10
rpm
rpm
1,000 2,000 3,000 4,000 5,000 6,000 7,000
Engine Speed
The performance curves are for European specifications.

Max. Output
Europe
General
Max. Torque
Europe
General
Sales
Point
81kW/6,000rpm
81kW/6,000rpm
145Nm/4,800rpm
Previous 137Nm/4,800 ~ 5,000 rpm
145Nm/4,800rpm
Previous 142Nm/4,800rpm
Max. Output
Europe
General
Max. Torque
Europe
General
94kW/5,400rpm
91kW/5,400rpm
178Nm/4,400rpm
178Nm/4,400rpm
Previous 182Nm/4,400rpm
During repeated stop-and-go driving in the city, the improved low

and midrange torque gives the driver a more responsive driving
experience. This is perfect for those people who use their car for
daily errands.
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MO
NEW MODEL OUTLINE

16
Feature
Engine Types
J High output and low fuel consumption are compatible (2C-TE) as a result of
the use of EFI (Electronic Fuel Injection), a newly equipped intercooler.
The fuel injection equipment is now controlled by computer (EFI) and an intercooler has also been installed.
As a result of these modifications the fuel consumption has been further improved and the engine output
and torque have been raised over all rpm ranges. This engine is the ultimate diesel engine: the black exhaust
fumes typical of other diesel engines have been reduced to an minimum.
2C-TE
: New (2C-TE)
: Previous (2C-T)
kW
70
Torque
Nm
220
60
180
50
40
100
Output
140
30
20
10
0
rpm
1,000
2,000
3,000
4,000
5,000
Engine Speed
Max. Output
Max. Torque
Sales
Point
66kW/4,000rpm
203Nm/2,200rpm
The problems peculiar to diesel engines (black exhaust smoke,

vibration, and noise) have all been considerably reduced with the
landmark 2C-TE engine. While placing importance on economy,
this engine should cause many people to re-evaluate their negative opinions of diesel engines.
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17
J Diesel engine that places the maximum priority on economy (2C-T)

The 2C-T engine, with an established reputation for economy, is also part of the engine lineup for the Avensis/
Corona. An even greater emphasis has been placed on economy, resulting in several added improvements.
Max. Output
Max. Torque
60kW/4,000rpm
170Nm/2,200 ~ 3,000rpm
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MO
NEW MODEL OUTLINE

18
Feature
Drivability
A new mechanism and many refinements have

been added to the suspension to ensure a
stable and quiet ride.
J High standard of compatibility between a comfortable ride and stable driving
control
Front suspension lower arm with assist link
With the newly developed model, the lower arms on the front suspension of all manual transmission vehicles
are equipped with an assist link. The assist link controls only the lower arm movements in the right and
left directions, which absorbs the impact from the road surface, thereby moderating the movements of
the lower arm. In doing so, this epoch-making new mechanism provides both riding comfort and steering
stability at high level.
Assist Link
Sales
Point
This mechanism, which has attained both riding comfort

and driving stability at high level, is one of the fundamental elements supporting the excellent drivability of the
Avensis/Corona. Whether the driver wants a sporty ride
or something smoother, this vehicle delivers it.
Lower Arm
J A liquid and rubber composite material is used to absorb vibrations from the
road surface.
Liquid sealed suspension support
A composite material using rubber and liquid is employed in locations where the suspension unit is attached
to the body (suspension support). Excellent driving stability and the absorption and reduction of vibrations
are achieved.
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19
J Improved rear tire stability by lower arm construction

Rear suspension lower arms position change
On the Avensis/Corona a lower arm mechanism is employed which stabilizes the rear tires. The ideal tire
direction is adjusted with this mechanism by means of the length and positioning of the suspension arm.
Superior driving stability control is achieved while maintaining a comfortable ride.
No. 1 Lower Arm
Previous
Front
New
No. 2 Lower Arm
J Major improvement in the driving feel as a result of the use of rubber cushion
Newly equipped with anti-vibration suspension member
The vehicle support suspension member is designed to receive the added weight that is exerted in the horizontal direction during driving. By mounting the member using rubber cushion, rigidity in the horizontal
direction is preserved and the up and down vibrations that occur are absorbed. The transmission of vibrations to the body are suppressed without any loss in suspension member operation for a quieter ride and
better driving sensation.
Suspension
Member
Rubber Cushion
Rubber Cushion
Sales
Point
The lower arm mechanism and anti-vibration suspension do not depend solely
on high technology but were born out of the result of research and invention.
These mechanisms provide stable driving control, which is desirable in terms
of safety, but they also yield benefits to the user in cost performance.
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MO
NEW MODEL OUTLINE

20
Feature
Safety
Beginning with a body construction, this vehicle is equipped with a wide range of safety
features.
J A superior impact energy absorbing body construction has passed strict
European safety standards.
Front collision safety performance
In addition to the optimally positioned reinforcements surrounding the engine room, the forward portion
of the front bumper is newly equipped with a front bumper reinforcement. A body construction has been
developed that disperses the impact from a frontal collision to the left and right front side members with
high efficiency. In addition, the front pillar and rockers on the upper body have been equipped with large
size reinforcements. Cabin structure deformation is designed to minimize during head-on collisions as
well as during offset collisions. Refer to page 113 for technical information.
Side collision safety performance

The front pillar, center pillar, roof side beams, rockers and doors have high strength. In addition the reinforcements used in the body construction have been optimally positioned to effectively disperse and absorb
energy and to help minimize cabin deformation.
Sales
Point
In the unlikely event of an accident, the body construction effectively disperses

the impact and the rigid cabin helps minimize damage to the occupants. A
design idea that pursues safety through the construction of the body provides
users with a strong feeling of security.
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21
J The Avensis/Corona safety equipment is intended to protect passengers.

SRS airbags on the driver and passenger side
airbags come as standard equipment on all vehicles for Europe and intended to protect a driver and
front passenger from the impact resulting from a frontal collision.
SRS
SRS
side airbags
These side airbags are intended to protect passengers from the impact that occurs in the event of a side
collision.
Side Airbag
Side Airbag Sensor
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MO
NEW MODEL OUTLINE

22
Feature
Safety
Seat belt pretensioner with force limiter

At the initial stage of a collision the pretensioner instantaneously winds up the belt to restrain the front
seat occupant. Immediately thereafter once the belt weight load reaches the prescribed value, the force
limiter maintains the belt load at a fixed level. This mechanism mitigates the impact on the passengers
upper torso and abdomen.
Seat belt without force limiter
Seat belt with force limiter

This illustration shows the image
of Seat Belt force limiter effect.
Head impact protection structure

A soft material pillar garnish and ceiling construction are used to help mitigate passenger head impact
in the event of a secondary collision.
ABS
This safety system provides stabilized vehicle behavior and enhanced driving control by preventing the
tires from locking under heavy braking.
Steerability under braking
Braking Vehicle
with ABS
- - - - without ABS
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This illustration shows the image

of ABS effect.
23
High-mount stop light

This is intended to provide high visibility during braking for the vehicle following behind in order to prevent
rear end accidents.
Rear fog lights
MO
In rain or fog, the red fog lights provide the high visibility for cars following behind, informing them of
the presence of your vehicle. These lights are useful for providing visibility and preventing rear end collisions that occur during bad weather.
High-mount Stop Light
Rear Fog Lights
Jam protection function (power windows and moon roof)

This is a window (roof) reverse movement function in case something gets stuck in the driver side power
window or the moon roof while it is being automatically closed. This function is especially useful in preventing accidents involving children.
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NEW MODEL OUTLINE

24
Feature
Comfort
The interior design incorporates a large number of luxury amenities designed to maximize
user comfort.
J Interior design
Equipped with original wood/stone relief panels
Using film inserts, wood and stone relief panels are utilized on the center cluster, driver side register and
accessory box. These panels enhance the interiors high-grade image.
Center Cluster
Register
Accessory Box
Soft door trim arm rest surface (also used on the accessory box)
The door trim arm rest has been changed to a freestanding unit and the soft feeling has been improved
using PVC molding. In addition an accessory box with lid has been installed on the driver and passenger
side arm rests for enhanced convenience.
Accessory Box
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25
4-dial combination meter

A personal control 4-dial combination meter with a sporty flare and excellent visibility is utilized in all
vehicles.
MO
Front personal light with sunglass storage box (vehicles with moon roof only)
A storage box is integrated with the front personal light as a single unit for storing sunglasses, which can
be difficult to store in a vehicle. This helps prevent sunglasses from getting scratched or damaged.
Front Personal Light
Storage Box
New audio lineup is available

Beginning with improved expansion due to AVC-LAN installment and including such things as improved
power amplifier output and the addition of an anti-theft function by adopting a detachable panel, the vastly
improved new audio lineup comes equipped with a head unit. These systems are compatible with a four
speaker system for high quality sound enjoyment.
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NEW MODEL OUTLINE

26
Feature
Comfort
J Utility/Comfort amenities
Wireless door lock control system
This convenient function allows the doors to be locked and unlocked by means of a wireless operation
using an integrated key transmitter. This feature is being used for the first time with this model.
Unlock Lock
Engine immobiliser
This is a security mechanism designed for using computer control to protect against vehicle theft. With
this mechanism the engine can only be started using a key that has been registered with the vehicle beforehand.
Luggage usability
The current luggage space has a high degree of usability. The sedan can hold 4 10-inch golf bags. There
is enough space to hold two 75 sized and one 61 sized Samsonite suitcases in the luggage.
Also, all body types have for hooks to cover the luggage spaces.
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27
Partition net compatible with the new DIN (wagon)

A partition net for separating the passenger space from the luggage space comes as optionaly equipment
on the wagon. With this net, even if a large amount of baggage is loaded, the bags dont shift and tumble
into the passenger space.
MO
Partition Net
Partition Net
Rear Seat when in Not Use
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Rear Seat in Use
NEW MODEL OUTLINE

28
Feature
Comfort
J Equipment List
F: Standard f: Option : No setting

Europe
Item
LINEA TERRA
LINEA SOL
General
G
Countries
F*1
f*2
Driver and front passenger
f*3
Side
High-mount stop light
Front fog lights
f*4
Rear fog lights
F*5
F*5
Rear window wiper (Except sedan)
Moon roof (with jam protection)
Black/without heater
Black/with heater
Body colored/without heater
Body colored/with heater
D side door key interlocking
D & P side door key interlocking
Front: Power/Rear: Manual

Power window
(with jam protection) Front: Power/Rear: Power
Wireless door lock control system
Fabric
Genuine leather
Seat lumbar support (Drivers seat)
Seat heater (Front seats)
f*6
f*6
Coat hock
ABS
SRS airbag
Power outside rear

view mirror
Aspherical mirror
on the drivers
driver s
side
Power door lock
Seat upholstery
*1: Setting available for all models except vehicles for CIS model
*2: Setting available for lefthand drive vehicles with 3SFE engine and without rough road specification
*3: Setting available for lefthand drive vehicles with 3SFE engine
*4: Setting available for lefthand drive vehicles with 3SFE engine and SRS airbag
*5: Setting available for all models except vehicles for Middle South America, Brazil and Israel models
*6: Setting available for lefthand drive vehicles with cold area specification except vehicles for Middle South America, Turkey,
Brazil and Israel models
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30
ENGINE 4A-FE ENGINE
ENGINE
4A-FE ENGINE (STOICHIOMETRIC)
JDESCRIPTION
The intake and exhaust systems of the 4A-FE engine for the Europe model have been revised to improve engine performance. In addition, the engine control system has been revised to reduce the exhaust emissions.
The 4A-FE engine for General Countries has improved its torque in the low- to mid-speed range by revising
its intake manifold.
"
For Europe A
145EG01
"
145EG02
For General Countries A
145EG03
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145EG04
31
ENGINE 4A-FE ENGINE
JENGINE SPECIFICATIONS AND PERFORMANCE CURVES

4A-FE Engine
New
Previous
No. of Cyls. & Arrangement
4-Cylinder, In-Line
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
Pentroof Type
Cross-Flow
EFI
(cu. in.)
1587 (96.8)
mm (in.)
81.0 x 77.0 (3.19 x 3.03)
9.5 : 1
81 kW@6000 rpm
78 kW@6000 rpm*1
81 kW@6000 rpm*2
Item
Combustion Chamber
Manifold
Fuel System
cm3
Displacement
Bore x Stroke
Compression Ratio
Max. Output
[EEC]
Max. Torque
[EEC]
Intake
Valve
Timing
Exhaust
Fuel Octane Number
145 N.m@4800 rpm
137
X 5400
142 N.m@4800 rpm*2
N.m@4800
Open
6_BTDC
Close
46_ABDC
Open
38_BBDC
Close
6_ATDC
95*1, 90 or 95*2
API SH EC-II,
SJ EC or ILSAC
(RON)
Oil Grade
EG
rpm*1
*1: Models for Europe

*2: Models for General Countries
For Europe A
"
kW
90
N.m
160
80
140
Torque
70
60
120
50
100
40
80
70
140
60
120
50
100
40
30
30
20
20
10
10
1000 2000 3000 4000 5000 6000 7000

Engine Speed (rpm)
145EG09
http://vnx.su
1000 2000 3000 4000 5000 6000 7000

Engine Speed (rpm)
Output
N.m
160
Torque
kW
90
: New
: Previous
Output
"
145EG10
32
ENGINE 4A-FE ENGINE
JMAJOR DIFFERENCES
The following changes have been made to the 4A-FE Engine.
Features
Europe
General
Countries
An aluminum radiator core is used for weight reduction.
The ports of the intake manifold have been extended to

improve torque in the low-to mid-speed range.
A dual exhaust manifold has been adopted to improve

engine performance.
D A ball joint has been adopted in the front exhaust pipe

to reduce noise and vibration.
D The internal construction of the main muffler has been
optimized to improve its quietness and reduce the
exhaust pressure.
D The support of the main muffler has been changed
from the 3-point to 2-point support to reduce the noise
and vibration that are transmitted to the body.
Fuel System
A fuel returnless system has been adopted to reduce

evaporative emissions.
Engine Control
System
D The fuel injection system is changed from a 2-group

injection type to sequential multiport fuel injection
type.
D The power steering idle-up control has been changed
from the system using an air control valve to the one
using a pressure switch and an ISC valve.
D The radiator cooling fan is now controlled by the
engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is
adopted.
Item
Cooling System
Intake and
Exhaust System
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ENGINE 4A-FE ENGINE
33
JINTAKE AND EXHAUST SYSTEM

1. Intake Manifold
D The intake manifold has been integrated with
the intake air chamber for weight reduction.
D The length of the intake port has been optimized to improve the torque in the low-to midrange engine speed.
145EG13
2. Exhaust Manifold
A dual exhaust manifold made of stainless steel
has been adopted to improve engine performance.
145EG14
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EG
34
ENGINE 4A-FE ENGINE
3. Exhaust Pipe
D A ball joint has been adopted in the front exhaust pipe to reduce noise and vibration transmitted to the exhaust pipe.
D The outlet pipe in the main muffler has been extended and various components have been optimally located to improve quietness and reduce the exhaust pressure.
Front Exhaust Pipe
: Extended Portion
Outlet Pipe
Gasket
Spring
Bolt
Exhaust Gas
145EG15
145EG16
Main Muffler
Ball Joint
JFUEL SYSTEM
1. Fuel Returnless System
The new Avensis has adopted a fuel returnless system to reduce evaporative emissions. With the pressure
regulator housed inside the fuel tank, this system eliminates the return of fuel from the engine area.
Injector
Injector
Pressure
Regulator
Pulsation
Dumper
Fuel
Filter
Delivery Pipe
Pressure
Regulator
Fuel
Filter
Fuel Tank
Fuel Tank
Fuel
Pump
Delivery Pipe
Fuel
Filter
Fuel
Return
Pipe
Fuel
Pump
New
Previous
145EG33
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35
ENGINE 4A-FE ENGINE
JENGINE CONTROL SYSTEM (BOSCH TYPE)

1. General
The (Bosch Type) engine control system of the 4A-FE engine for the Europe model has adopted the Sequential Multiport fuel injection system and the M-OBD (Multiplex On-Board Diagnosis) system.
The engine control system on the model for General Countries is basically the same as that of the previous
model.
The engine control system (Bosch Type) of the new 4A-FE engine and previous 4A-FE engine are compered
below.
Outline
New
Previous
A D-type EFI system is used, which indirectly detects

intake air volume by manifold pressure sensor signal.
The fuel injection system is a sequential multiport fuel

injection system.
The fuel injection system is a 2-group type, each of

which injects 2 cylinders simultaneously.
Ignition timing is determined by the engine ECU based

on signals from various sensors.
It retards ignition timing to suppress knocking when it

occurs.
ISC
(Idle Speed Control)
A rotary solenoid type ISC system is used to control the

fast idle and idle speeds.
Fuel Pump Control
Fuel pump operation is controlled by signals from the

engine ECU based on the engine speed signal (NE).
Engine Immobiliser
Prohibits fuel delivery and ignition if an attempt is made

to start the engine with an invalid ignition key.
Air Conditioner
Cut-Off Control
By controlling the air conditioner compressor in

accordance with the throttle valve opening angle and the
vehicle speed, driveability is maintained.
Cooling Fan Control
Radiator cooling fan operation is controlled by signals

from engine ECU based on the water temperature sensor
signal (THW).
When the engine ECU detects a malfunction, the engine

ECU diagnoses and memorizes the failed section.
A newly developed diagnostic system which utilizes a

high speed bi-directional communication line to provide
extended diagnostic capabilities and features.

ECU stops or controls the engine according to the data
already stored in memory.
System
EFI
Electronic Fuel
Injection
ESA
Electronic
Spark Advance
Diagnosis
Fail-Safe
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EG
36
ENGINE 4A-FE ENGINE
2. Construction
The configuration of the engine control system in the 4A-FE engine of the new AVENSIS is as shown in the
differ from the 4A-FE engine of the previous model.
following chart. Shaded portions
SENSORS
ACTUATORS
MANIFOLD PRESSURE SENSOR
PIM
EFI
#10
CRANKSHAFT POSITION SENSOR

D Engine Speed Signal
D Crankshaft Angle Signal
#20
NE
#30
#40
HALL SENSOR
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
ESA
IGT
THW
WATER TEMP. SENSOR
NO.1 INJECTOR
IGNITION COIL
DISTRIBUTOR
THA
INTAKE AIR TEMP. SENSOR
SPARK PLUGS
THROTTLE POSITION SENSOR
VTA
D Throttle Position Signal

IGNITION SWITCH
IGSW
D Ignition Signal
ISC
Engine
ECU
RSC
RSO
FUEL PUMP CONTROL

FC
COMBINATION METER
CONTROL VALVE
CIRCUIT OPENING RELAY
SPD
D Vehicle Speed Signal
AIR CONDITIONING CUT-OFF

CONTROL
OX1
HEATED OXYGEN SENSOR
ACT
KNK
KNOCK SENSOR
COMBINATION METER
IMI
IMMOBILISER ECU
IMO
AIR CONDITIONING
AMPLIFIER
THWO
ENGINE COOLANT TEMP.

GAUGE
PSW
POWER STEERING OIL

PRESSURE SWITCH
COOLING FAN CONTROL

AIR CONDITIONING AMPLIFIER
DATA LINK CONNECTOR 3
A/C
FAN
SIL
TC
+B
EFI MAIN RELAY
BATT
BATTERY
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COOLING FAN RELAY
CHECK ENGINE LAMP
37
ENGINE 4A-FE ENGINE
3. Engine Control System Diagram
Vehicle Speed
Sensor
Ignition
Switch
Circuit
Opening
Relay
DLC3
Check Engine Lamp
Air Conditioning
Amplifier
Fuel Pump
Charcoal
Canister
Battery
EG
Engine ECU
Starter
Distributor
Ignition
Coil
BVSV
Intake
Air
Temp.
Sensor
Manifold
Pressure
Sensor
Injector
ISC Valve
Knock Sensor
TWC
Water Temp.
Sensor
Throttle
Position
Sensor
Heated
Oxygen
Sensor
Crankshaft Position
Sensor
145EG17
http://vnx.su
http://vnx.su
Knock Sensor
Crankshaft Positon
Senosr
Distributor
(Hall Sensor)
Power Steering Oil

Pressure Switch
Manifold Pressure
Senosr
Engine ECU
Water Temp.
Sensor
Intake Air
Temp. Senosr
ISC Valve
145EG27
Ignition Coil
DLC3
Combination Meter
Heated Oxygen Sensor
Throttle Position
Sensor
38
ENGINE 4A-FE ENGINE
4. Layout of Components
39
ENGINE 4A-FE ENGINE
5. Main Components of Engine Control System

General
The following table compares the main components of the 4A-FE engine in the new and previous model.
Model
New
Previous
Semiconductor Type
Linear Type
Pick-Up Coil Type, 1
Hall Element Type
Knock Sensor
Built-In Piezoelectric
Element Type, 1
Oxygen Sensor
With Heater Type
2-Hole Type
Rotary Solenoid Type
Component
Manifold Pressure Sensor
Throttle Position Sensor
Crankshaft Position Sensor
Distributor
Hall Sensor
Injector
ISC Valve
6. EFI (Electronic Fuel Injection System)

The injection pattern has been changed from the previous 2-group injection type to the Sequential Multiport
fuel injection type to improve the precision of the air-fuel ratio feedback control.
7. ISC (Idle Speed Control)

The power steering idle-up control has been changed from the system using an air control valve to the one
8. Cooling Fan Control

In the previous model, the operation of the cooling fan used to be controlled by the water temperature switch
provided at the water inlet of the engine. In the new model, the cooling fan is controlled by the engine ECU
based on the signal (THW) that is output by the water temperature sensor.
9. Engine Coolant Temperature Signal Output

In place of the temperature sender gauge used on the previous model, the engine ECU sends the engine coolant temperature signal to the engine coolant temperature gauge in the combination meter.
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EG
40
ENGINE 4A-FE ENGINE
10. Diagnosis System

The M-OBD (Multiplex On-Board Diagnostic) system that has been adopted in the 4A-FE engine is the system that has been improved upon the previous diagnostic system in order to perform troubleshooting in a
more efficient and accurate manner.
The functions of the M-OBD system can be fully utilized through the use of a hand-held tester.
The following table compares the M-OBD system and previous diagnostic system.
System
M-OBD
Item
Previous Diagnostic
The DLC3 (Data Link Connector 3) The check connector is provided.

has been newly provided. In addition,
the check connector terminals TE1,
TE2, and IG have been discontinued.
"
DLC3 A
"
Check Connector A
E1
TAC
TC
TE2
IG
TE1
Check Connector and
Data Link Connector
SIL
CG
140EG39
140EG127
VF1
CG: Chassis Ground

SIL: Provides communication
between the engine ECU and
the hand-held tester.
TAC: Outputs the engine speed signal.
TC: Provides the same function as
the previous TE1 terminal.
Diagnostic Trouble
Code Check Method
Output Engine ECU

Date
After connecting terminals TC and CG

of the DLC3, displays the code on
CHECK Engine Lamp in the
combination meter.
After connecting terminals TE1 and E1

of the check connector, displays the
code on CHECK Engine Lamp in the
combination meter.
The engine ECUs control data can be The engine ECUs control data can be
output by connecting the hand-held output by connecting the hand-held
tester to the DLC3.
tester to the check connector.
Output Date Speed: 9.6 kbps
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Output Date Speed: 125 bps
41
ENGINE 4A-FE ENGINE
Furthermore, on the M-OBD system, the functions listed below can be utilized by connecting the hand-held
tester to the DLC3.
Details
Function
The system can output 5-digit diagnostic trouble codes to the tester, which
are more detailed than the previous 2-digit diagnostic trouble codes, thus
making it easier to identify the location of the problem.
Diagnostic Trouble
Code
Example:
Freeze-Frame Data
The system can output freeze-frame data to the tester. This data (which
depicts the condition of the engine control system and the vehicle) is stored
in the engine ECU at the very moment when the engine ECU has detected
its last data of malfunction.
Active Test
Through the use of the tester, the actuators (VSV, fuel pump, ISC valve etc.)
can be activated to a desired state.
Trouble Code Clear
Through the use of the tester, trouble codes stored in the engine ECU can be
cleared.
Code 28 (Oxygen Sensor)
P0130 (Oxygen Sensor)

P0135 (Oxygen Sensor Heater)
D For details of the diagnostic trouble codes, active test, etc. described above, refer to the 4A-F, -FE/7A-FE,
Engine Repair Manual Supplement (Pub. No. RM611E).
D For details of the hand-held tester, refer to the Hand-Held Tester Operators Manual.
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EG
42
ENGINE 4A-FE AND 7A-FE ENGINES
4A-FE AND 7A-FE ENGINES (LEAN-BURN)

JDESCRIPTION
The 4A-FE and 7A-FE engines realized improvement in torque in the low- to mid-speed range by changing
the intake manifold and improvement in fuel economy by adopting resin-coated pistons.
"
4A-FE Engine A
145EG05
"
145EG06
7A-FE Engine A
145EG07
145EG08
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43
JENGINE SPECIFICATIONS AND PERFORMANCE CURVE (4A-FE ENGINE)

4A-FE Engine
New
Previous
4-Cylinder, In-Line
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
Pentroof Type
Cross-Flow
EFI
(cu. in.)
1587 (96.8)
mm (in.)
81.0 x 77.0 (3.19 x 3.03)
9.5 : 1
Item
Combustion Chamber
Manifold
Fuel System
cm3
Displacement
Bore x Stroke
Compression Ratio
Max. Output
[EEC]
74 kW@5800 rpm
73 kW@5800 rpm
Max. Torque
[EEC]
136 N.m@4400 rpm
130 N.m@4800 rpm
Open
6_BTDC
Close
38_ABDC
Open
42_BBDC
Close
2_ATDC
95
API SH EC-II,
SJ EC or ILSAC
Valve
Timing
Exhaust
Fuel Octane Number
(RON)
Oil Grade
Torque
N.m
160
: New
: Previous
kW
90
80
70
140
60
120
50
100
Output
Intake
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)

145EG11
http://vnx.su
EG
44
JENGINE SPECIFICATIONS AND PERFORMANCE CURVE (7A-FE ENGINE)

7A-FE Engine
New
Previous
4-Cylinder, In-Line
Valve Mechanism
16-Valve, DOHC,
Belt & Gear Drive
Pentroof Type
Cross-Flow
EFI
(cu. in.)
1762 (107.5)
mm (in.)
81.0 x 85.5 (3.19 x 3.37)
9.5 : 1
Item
Combustion Chamber
Manifold
Fuel System
cm3
Displacement
Bore x Stroke
Compression Ratio
Max. Output
[EEC]
81 kW@5600 rpm
79 kW@5600 rpm
Max. Torque
[EEC]
155 N.m@2800 rpm
150 N.m@2800 rpm
Open
2_BTDC
Close
42_ABDC
Open
38_BBDC
Close
6_ATDC
95
API SH EC-II,
SJ EC or ILSAC
Valve
Timing
Exhaust
Fuel Octane Number
(RON)
Oil Grade
Torque
N.m
160
: New
: Previous
kW
90
80
70
140
60
120
50
100
Output
Intake
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)

145EG12
http://vnx.su
45
JMAJOR DIFFERENCES
The following changes have been made to the 4A-FE and 7A-FE Engines.
Features
Item
Engine Proper
D The cylinder head intake port has been changed in shape to improve
engine performance and fuel economy.
D The pistons have been coated with resin to reduce friction loss and
improve fuel economy.
Valve Mechanism
The spring tension of the valve springs are reduced to reduce friction loss.
Cooling System
Intake and Exhaust

System
D The ports of the intake manifold have been extended to improve torque
in the low- to mid-speed range.
D A ball joint has been adopted in the front exhaust pipe to reduce noise and
vibration. For details, see page 34.
D The internal construction of the main muffler has been optimized to
improve its quietness and reduce the exhaust pressure. For details, see
page 34.
D The support of the main muffler has been changed from the 3-point to
2-point support to reduce the noise and vibration that are transmitted to
the body.
Fuel System
D 4-hole type fuel injectors have been adopted to improve the atomization
of fuel.
D A fuel returnless system has been adopted to reduce evaporative
emissions. For details, see page 34.
Ignition System
D The DIS (Direct Ignition System) is used to enhance the reliability of the
ignition system.
D Iridium-tipped spark plugs have been adopted to improve ignition.
Engine Control
System
D The ESA system of the 4A-FE engine has adopted a knocking correction
function.*
D 1 Coil type ISC valve has been adopted.
D The power steering idle-up control has been changed from the system
using an air control valve to the one using a pressure switch and an ISC
valve.
D The radiator cooling fan is now controlled by the engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is adopted. For detail,
see page 40.
*: This function had already been adopted on the 7A-FE engine.
http://vnx.su
EG
46
JENGINE PROPER
1. Cylinder Head
The cylinder head intake port (helical, straight) has been improved to improve engine performance and fuel
economy.
D The shape of the valve stem guide area of the helical port has been changed to improve the swirl ratio without reducing the intake air volume to stabilize the lean-burn performance.
D The straight port diameter has been increased and the inside of the port has been made smoother to improve
the volumetric efficiency during high-load conditions.
D The area of the port communication passage has been reduced to optimize the fuel distribution to the helical and straight ports.
Valve Stem
Guide Area
Increased
Helical Port
Straight Port
145EG21
145EG20
2. Piston
The piston skirt has been coated with resin to reduce friction loss.
Resin
Coting
145EG22
http://vnx.su
47

1. Intake Manifold
D The intake manifold has been integrated with
the intake air chamber for weight reduction.
D The length of the intake port has been optimized to improve the torque in the low- to midrange engine speed.
D The intake air control valve and actuators have
been integrated with the intake manifold.
Actuator
Intake Air
Control Valve
EG
145EG23
JFUEL SYSTEM
1. Injector
A 4-hole type fuel injector has been adopted to improve the atomization of fuel.
141EG12
http://vnx.su
48
JIGNITION SYSTEM
1. General
A DIS (Direct Ignition System) has been adopted in the new 4A-FE and 7A-FE engines. The DIS improves
the ignition timing accuracy, reduces high-voltage loss, and enhances the overall reliability of the ignition
system by eliminating the distributor.
The DIS in new 4A-FE and 7A-FE engines are a 2-cylinder simultaneous ignition system which ignites 2-cylinders simultaneously with one ignition coil.
From Battery
IGT1
Camshaft
Position
Sensor
Igniter
No.1 Cylinder
IGF
No.4 Cylinder
Ignition Coil
Crankshaft NE
Position
Sensor
Engine
ECU
From Battery
Igniter
IGT2
No.2 Cylinder
Various
Sensors
No.3 Cylinder
TAC
Ignition Coil
To Tachometer
140EG37
2. Ignition Coil
Construction
Construction the DIS system of the 4A-FE and 7A-FE engines consists of 2 sets of ignition coils integrated
with igniter and with the high-tension cords attached directly onto the ignition coil.
Front
To High-Tension Cord
High-Tension Cords
Secondary Coil
Igniter
Plug Caps
Ignition Coils
(with Ignitor)
Core
Primary Coil
Connector
Ignition Coil Cross Section

145EG24
http://vnx.su
145EG25
49

Operation
Prompted by the IGT signal received from the engine ECU, the power transistors in the igniter cuts off the
current to the primary coil in the ignition coil. Accordingly, the high voltage generated in the secondary coil
is supplied simultaneously to the two spark plugs via the high-tension cords that are connected to the both
ends of the secondary coil. At the same time, the igniter also sends an ignition confirmation signal (IGF)
as a fail-safe function to the engine ECU.
Engine ECU
From Battery
Ignition Coil
Igniter
IGT
Spark Plugs
IGF
EG
141EG06
3. Spark Plugs
Iridium-tipped spark plugs have been adopted. Their center electrode is made of iridium, which excels in
wear resistance. As a result, the center electrode is made with a smaller diameter and improved the ignition
performance.
"
0.7 mm
Recommended Spark Plugs A
Iridium Tip
Platinum Tip
151EG39
http://vnx.su
DENSO
SK20R-P13
Plug Gap
1.2 1.3 mm
(0.047 0.051 in.)
50
JENGINE CONTROL SYSTEM

1. General
In addition to newly adopting the knocking correction function in the ESA system of the 4A-FE engine, the
engine control system for all models has adopted a cooling fan control system and M-OBD (Multiplex OnBoard Diagnosis) system.
The engine control system of the new engines and previous engines are compered below.
System
EFI
Electronic Fuel
Injection
ESA
Electronic Spark
Advance
ISC
Idle Speed
Control
Intake Air Control
Fuel Pump
Control
Lean Mixture Sensor
Heater Control
Air Conditioning
Cut-Off Control
Cooling Fan
Control
Engine Immobiliser
Diagnosis
Fail-Safe
Econodrive
Monitor Control
Outline
intake air volume by the manifold pressure sensor signal.
injection system.
It retards ignition timing to suppress knocking if
knocking occurs.
In vehicles equipped with automatic transaxle, torque
control compensation during gear shifting is used to
minimize the shift shock.
New
Previous
f*
*f*
A rotary solenoid type ISC system is used, which

controls the fast idle and idle speeds.
When the engine is under a light load and engine speed

is below predetermined level fuel economy is improved
by closing the intake air control valve.
Fuel pump operation is controlled by signals from the
engine ECU based on the engine speed signal (NE).
Maintains the temperature of the lean mixture sensor at
an appropriate level to increase accuracy of detection of
the oxygen concentration in the exhaust gas.
By turning the air conditioning compressor ON or OFF
in accordance with the engine condition, drivability is
maintained.
signal (THW).
Prohibits fuel delivery and ignition if an attempt is made
to start the engine with an invalid ignition key.
Turns ON the indicator to inform the driver that the
engine is operating at the lean-burn air-fuel ratio.
*: 7A-FE Engine Only
http://vnx.su
51
2. Construction
The configuration of the engine control system in the new 4A-FE and 7A-FE engines is as shown in the foldiffer from the previous 4A-FE and 7A-FE engines.
lowing chart. Shaded portions
SENSORS
ACTUATORS
PIM
EFI
#10

#20
NE
#30
#40
CAMSHAFT POSITION SENSOR
NO.1 INJECTOR
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
ESA
IGT1,IGT2
IGNITER
THW
WATER TEMP. SENSOR
IGF

THA
SPARK PLUGS
VTA
ISC
RSD
IGNITION SWITCH
IGNITION COIL
CONTROL VALVE
STA
D Starting Signal
FUEL PUMP CONTROL

FC
COMBINATION METER
SPD

LS
LEAN MIXTURE SENSOR
Engine
ECU
LEAN MIXTURE SENSOR

HEATER CONTROL
HT
KNK1
KNOCK SENSOR
NEUTRAL START SWITCH*
D Neutral Start Signal
D Shift Lever Position Signal
INTAKE AIR CONTROL

SCV
NSW
R, 2, L
ACT
PSW
POWER STEERING OIL

PRESSURE SWITCH
THWO
ELS2
FRONT & REAR WINDOW

DEFOGGER
FAN
COOLING FAN RELAY
A/C
ECONODRIVE MONITOR CONTROL
IMI
IMMOBILISER ECU
ENGINE COOLANT
TEMP. GAUGE
COOLING FAN CONTROL
ELS3
BLOWER SWITCH
AIR CONDITIONING
AMPLIFIER
COMBINATION METER
ELS
TAILLIGHT RELAY
VSV
CONTROL
STP
STOP LIGHT SWITCH*
LEAN MIXTURE SENSOR

HEATER
ED
IMO
SIL
TC
+B
EFI MAIN RELAY
W
BATT
BATTERY
*: Applicable only to the automatic transaxle model.
http://vnx.su
ECONODRIVE MONITOR
CHECK ENGINE LAMP
EG
52

Ignition
Switch
Circuit Opening
Relay
Vehicle Speed
Sensor
DLC3
Check Engine Lamp
Fuel Pump
Air Conditioning
Amplifier
Charcoal
Canister
Battery
Electric
Load
Switch
Engine ECU
Starter
Camshaft
Position
Sensor
Intake
Air
Temp.
Sensor
Ignition Coil x 2 BVSV

(with Igniter)
Manifold
Pressure
Sensor
ISC Valve
Lean Mixture
Sensor
*1
Actuator
Throttle
Position
Senosr
*2
TWC
*3
Vacuum
Tank
Crankshaft Position
Sensor
*1: Knock Sensor

*2: Water Temp. Sensor
*3: VSV (for Intake Air Control)
http://vnx.su
145EG26
http://vnx.su
Crankshaft Position
Sensor
Knock Sensor
Actuator
(for Intake Air Control)
Lean Mixture Sensor
Power Steering Oil

Pressure Switch
VSV
(for Intake Air Control)
Engine ECU
Neutral Start Swithc
Manifold Pressure
Sensor
Ignition Coil
(with Igniter)
Intake Air Temp.

Sensor
ISC Valve
Camshaft Position
Sensor
145EG28
Throttle Position
Sensor
DLC3
Combination
Meter
Ignition Coil
(with Igniter)
Water Temp. Sensor

53
EG
54

General
The following table compares the main components of the 4A-FE and 7A-FE engines in the new and previous model.
Model
New
Previous
Semiconductor Type
Linear Type
Camshaft Position Sensor
Crankshaft Position
Sensor
2 Pick-Up Coils in Series
Camshaft Position
Sensor
Element Type, 1
Element Type, 1*
With Heater Type
4-Hole Type
2-Hole Type

(1-Coil Type)

(2-Coil Type)
Component
Distributor
Knock Sensor
Lean Mixture Sensor
Injector
ISC Valve
*: 7A-FE Engine Only
Camshaft Position Sensors
The camshaft position sensor consists of a magnet, coil and iron core, and it is mounted onto the right side
of the cylinder head.
Each time when the camshaft rotates, the distance between the camshaft position sensor and the pin installed
on the camshaft is varied. This causes the magnetic flux passing through the coil in the camshaft sensor to
increase and decrease and to generate an electromotive force. Since the voltage generated when the pin on
the camshaft approaches the pickup coil is the opposite of when it departs, an alternating electrical current
is produced.
Camshaft
Pin
Magnet
Coil
Iron Core
Front
Camshaft Position
Sensor
Camshaft Position Sensor Cross Section
145EG34
http://vnx.su
145EG35
55

The crankshaft position sensor also consists of a magnet, coil and iron core, and it is mounted on the oil pump
body as illustrated below.
The timing rotor is integrated with the crankshaft pulley. The rotors teeth are spaced 10_ apart according
to crankshaft angle, but since there are 2 teeth missing, as illustrated below, there is a total of 34 teeth. Accordingly, the engine ECU can detect the crankshaft angle in addition to the crankshaft speed.

Coil
Magnet
EG
Iron Core
Crankshaft Position Sensor Cross Section
Oil Pump Body
Timing Rotor
145EG36
145EG37
ISC Valve
As on the previous model, a rotary solenoid type ISC valve is used to control the idle speed. However,
instead of the 2 coils used on the previous model, the new model uses 1 coil to simplify its system.
Engine ECU
Engine ECU
ISC Valve
ISC Valve
RSD
Driver
RSO
RSC
Previous
New
141EG30
http://vnx.su
56


provided at the water inlet of the engine. In the new model, the cooling fan is controlled by the engine ECU
based on the signal (THW) that is output by the water temperature sensor.

http://vnx.su
57
ENGINE 3S-FE ENGINE
3S-FE ENGINE
JDESCRIPTION
The 3S-FE engine has improved its torque in the low- to mid-speed range by changing the intake manifold
and has adopted the DIS (Direct Ignition System) for its ignition system.

Engine
New
Previous
4-Cylinder, In-Line
Valve Mechanism
4-Valve DOHC,
Belt & Gear Drive
Pentroof Type
Cross-Flow
EFI
1998 (121.9)
86.0 x 86.0 (3.39 x 3.39)
9.8 : 1*1, 9.5 : 1*2
Europe
94 kW@5400 rpm
93 kW@5600 rpm
General
Countries
91 kW@5400 rpm
95 kW@5600 rpm
Europe
178 N.m@4400 rpm
178 N.m@4400 X 4800 rpm
General
Countries
178 N.m@4400 rpm
182 N.m@4400 rpm
Open
3_BTDC
Close
43_ABDC
Open
45_BBDC
Close
3_ATDC
Item
Combustion Chamber
Manifold
Fuel System
Displacement
cm3 (cu. in.)
Bore x Stroke
mm (in.)
Compression Ratio
Max. Output
Max
[EEC]
Max. Torque
Max
[EEC]
Intake
Valve Timing
Exhaust
Fuel Octane Number
Oil Grade
RON
95*1,
90 or
95*2
API SH EC-II, SJ EC ILSAC
*1: For Europe Model

*2: For General Countries Model
http://vnx.su
z
z
EG
58
ENGINE 3S-FE ENGINE

"
For Europe A
kW
100
90
80
170
70
160
60
150
50
140
Output
Torque
N.m
180
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
kW
100
90
N.m
190
80
70
170
60
150
50
130
Output
Torque
"
145EG45
40
30
20
10
0
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
http://vnx.su
145EG46
ENGINE 3S-FE ENGINE
59
JMAJOR DIFFERENCES
The following changes have been made to the 3S-FE Engine.
Features
Item
Cooling System
Intake and Exhaust

System
D The ports of the intake manifold have been extended to improve torque
in the low- to mid-speed range.
D A ball joint has been adopted in the front exhaust pipe to reduce noise and
vibration.
D The internal construction of the main muffler has been optimized to
improve its quietness and reduce the exhaust pressure.
For details, see page 34.
D The support of the main muffler has been changed from the 3-point to
2-point support to reduce the noise and vibration that are transmitted to
the body.
Fuel System
A fuel returnless system has been adopted to reduce evaporative emissions*.

Ignition System
D The DIS (Direct Ignition System) is used to enhance the reliability of the
ignition system.
Engine Control
System
D The fuel injection system is changed from a 2-group injection type to

sequential multiport fuel injection type.
D The power steering idle-up control has been changed from the system
using an air control valve to the one using a pressure switch and an ISC
valve.
D The radiator cooling fan is now controlled by the engine ECU.
D M-OBD (Multiplex On-Board Diagnosis) system is adopted.
*: Only for Europe Model
http://vnx.su
EG
60
ENGINE 3S-FE ENGINE

1. Intake Manifold
The low- to mid-speed range torque has been improved by increasing the diameter and the length of the intake
manifold port and by reducing the intake air chamber capacity.
150EG64
New
Previous
JIGNITION SYSTEM
1. General
Similar to the 4A-FE engine, the DIS (Direct Ignition System) has been adopted to improve the reliability
of the ignition system.
To High-Tension Cord
Front
Secondary Coil
High-Tension Cords
Igniter
Plug Caps
Ignition Coils
(with Igniter)
Core
Primary Coil
Connector
Ignition Coil Cross Section

150EG65
http://vnx.su
141EG07
61
ENGINE 3S-FE ENGINE
2. Spark Plugs
Twin ground electrode spark plugs are used on the 3S-FE engine. Due to the adoption of the DIS system, the
number of sparks produced is double that produced in the conventional ignition system. To maintain spark
plug durability, the ground electrodes have been made bipolar.
"
Recommended Spark Plugs A

DENSO
K20TR11
NGK
BKR6EKB11
Plug Gap
1.0 1.1 mm
(0.039 0.043 in.)
EG
Ground Electrodes
141EG08
http://vnx.su
62
ENGINE 3S-FE ENGINE
JENGINE CONTROL SYSTEM

1. General
The 3S-FE engine has adopted the sequential multiport fuel injection system for its engine control system
as well as an M-OBD (Multiplex On-Board Diagnosis) system.
The engine control system of new 3S-FE engine and previous 3S-FE engine are compared below.
Outline
New
Previous

intake air volume by manifold pressure sensor signal.

injection system.
The fuel injection system is a 2-group type, each of

which injects 2 cylinders simultaneously.

It retards ignition timing to suppress knocking if it

occurs.
In vehicles equipped with automatic transaxle, torque

control compensation during gear shifting is used to
minimize the shift shock.
ISC
(Idle Speed Control)
A rotary solenoid type ISC valve is used, which controls

the fast idle and idle speeds.
Fuel Pump Control
Fuel pump operation is controlled by signal from the

engine ECU.
Oxygen Sensor
Heated Control
Maintains the temperature of the oxygen sensor at an

appropriate level to increase accuracy of detection of the
oxygen concentration in the exhaust gas.
EGR Cut-Off
Control
The EGR is cut off under light engine loads or low

temperature conditions to maintain driveability.
Air Conditioning
Cut-Off Control
By controlling the air conditioning compressor in

accordance with the throttle valve opening angle and the
vehicle speed, driveability is maintained.
Cooling Fan
Control

signal (THW).



System
EFI
Electronic Fuel
Injection
ESA
Electronic Spark
Advance
Diagnosis
Fail-Safe
http://vnx.su
63
ENGINE 3S-FE ENGINE
2. Construction
The configuration of the engine control system in the new 3S-FE engine is as shown in the following chart.
differ from the previous 3S-FE engine.
Shaded portions
SENSORS
ACTUATORS
PIM
EFI
#10

#20
NE
#30
#40
CAMSHAFT POSITION SENSOR
IGNITERS
IGF
THA
IGNITION COILS
SPARK PLUGS
VTA
ISC
IGNITION SWITCH
STA
ISCO
ISCC
SPD
FC
D Starting Signal
COMBINATION METER
OX
HEATED OXYGEN SENSOR*1
Engine
ECU
VAF
VARIABLE RESISTOR*2
CONTROL VALVE
FUEL PUMP CONTROL

OXYGEN SENSOR HEATER
CONTROL*1
HT
OXYGEN SENSOR HEATER
KNK
KNOCK SENSOR
FUEL CONTROL CONNECTOR*2

CONTROL
R/P
ACT
NEUTRAL START SWITCH*3
NSW
2, L
D Neutral Start Signal

D Shift Lever Position Signal
ELS1
POWER STEERING OIL

PRESSURE SWITCH
PSSW
AIR CONDITIONING
AMPLIFIER
EGR CUT-OFF CONTROL*1
B/K
SWITCH*3
TAILLIGHT & FRONT AND REAR

WINDOW DEFOGGER
EGR
VSV
COMBINATION METER
THWO
AC1
ENGINE COOLANT
TEMP. GAUGE
COOLING FAN CONTROL
FAN
IMI
IMO
SIL
TC
W
+B
EFI MAIN RELAY

*1:
*2:
*3:
NO.4 INJECTOR
ESA
NO.3 INJECTOR
IGT1,IGT2
THW
WATER TEMP. SENSOR
IMMOBILISER ECU*1
NO.2 INJECTOR
STOP LIGHT
NO.1 INJECTOR
Only for Europe Model

Only for General Countries Model
Applicable only to the Automatic Transaxle Model.
http://vnx.su
BATT
BATTERY
COOLING FAN RELAY

CHECK ENGINE LAMP
EG
64
ENGINE 3S-FE ENGINE
Neutral Start Switch*3

Ignition
Switch
Fuel
Return*2
Vehicle Speed
Sensor
Air Conditioning Amplifier
DLC3
Fuel Pump
Charcoal
Canister
Fuel
Filter
Check Engine Lamp

Engine
ECU
Battery
Electronic Load Signal
VSV*1
(for EGR)
Igniters
Intake
Air Temp.
Sensor
BVSV
Throttle
Position
Sensor
ISC Valve
Injector
Knock
Sensor
Manifold
Pressure
Sensor
EGR Valve*1
Water Temp.
Sensor
Heated Oxygen
Sensor*1
EGR Vacuum
Modulator*1
TWC
145EG29
*1: Only for Europe Model

*2: Only for General Countries Model
*3: Automatic Transaxle Model Only
http://vnx.su
http://vnx.su
Heated Oxygen
*1 : Only for Europe Model
Sensor* 1
*2 : Only for Genral Countries Model
*3 : Applicable only to Automatic Transaxle Model
Water Temp. Sensor
Knock Sensor
Camshaft Position
Sensor
Manifold Pressure
Sensor
Engine ECU
Neutral Start Switch*3
Throttle Position
Sensor
Ignition Coil
(with Ignition)
145EG30
ISC Valve
DLC3
Combination
Meter
Intake Air
Temp. Sensor
Variable Resistor* 2
ENGINE 3S-FE ENGINE

65
EG
66
ENGINE 3S-FE ENGINE

The following table compares the main components of the 3S-FE engine in the new and previous model.
Model
New
Previous
Semiconductor Type
Linear Type
Crankshaft Position
Sensor
Camshaft Position
Sensor
Knock Sensor
Element Type, 1
Oxygen Sensor
With Heater Type
4-Hole Type
2-Hole Type
Component
Distributor
Injector
ISC Valve
The camshaft position sensor is mounted onto the cylinder head. Using the protrusion that is provided on
the timing pulley, the sensor generates 1 signal for every revolution.
This signal is then sent to the engine ECU as a crankshaft angle signal.
Protrusion
Camshaft Timing Pully
http://vnx.su
145EG31
67
ENGINE 3S-FE ENGINE

The crankshaft position sensor is mounted on the oil pump body.

The timing rotor is integrated with the crankshaft pulley. The rotors teeth are spaced 10_ apart according
to crankshaft angle but since there are 2 teeth missing, as illustrated below, there is a total of 34 teeth.
Accordingly, the engine ECU can detect the crankshaft angle in addition to the crankshaft speed.
EG
Timing Rotor
Crankshaft
Position Sensor
145EG32
6. EFI (Electronic Fuel Injection System)

The injection pattern has been changed from the previous 2-group injection type to the Sequential Multiport
fuel injection type to improve the precision of the air-fuel ratio feedback control.


provided at the bottom of the radiator lower tank. In the new model, the cooling fan is controlled by the engine
ECU based on the signal (THW) that is output by the water temperature sensor.

http://vnx.su
68
ENGINE 2C-T AND 2C-TE ENGINES
2C-T AND 2C-TE ENGINES

JDESCRIPTION
Based on the 2C-T engine, the 2C-TE provides improved engine performance through the use of an intercooler, as well as improved driveability and reduced exhaust emissions through the use of an electronically controlled injection pump.
In the 2C-T engine, the distance between the intake and exhaust valves in the cylinder head has been increased
to improve the cooling performance between the valves.
145EG18
145EG19
http://vnx.su
69

Model
Engine
Item
New
2C-TE
2C-T
8-Valve, OHC, Belt Drive
Combustion Chamber
Swirl Type
Manifolds
Cross-Flow
Valve Mechanism
Distributor Type
(Electronically Controlled)
Fuel System
Displacement
cm3 (cu. in.)
Bore x Stroke
mm (in.)
Europe
86.0 x 85.0 (3.39 x 3.35)
23.0 : 1
Max. Torque [EEC]
Intake
Valve
Timing
Exhaust
66 kW@4000 rpm
60 kW/4000 rpm
61kW@4000 rpm
60 kW/4000 rpm
61 kW@4000 rpm
General
Countries
Europe
203 N.m@2200 rpm
170 N.m@2000X3000 rpm 174 N.m@2000X3000 rpm
170 N.m@2000X3000 rpm 174 N.m@2000X3000 rpm
General
Countries
Open
7_BTDC
Close
35_ABDC
33_ABDC
Open
56_BBDC
Close
5_ATDC
48 or higher
CF-4
API CD or Better
Fuel Cetane Number

Oil Grade
For Europe A
"
60
180
50
kW
70
N.m
180
Torque
N.m
220
40
100
30
3000
4000
Output
140
2000
kW
70
: New (2C-TE)
: Previous (2C-T)
1000
60
160
50
140
120
40
100
30
20
20
10
10
5000
1000
Engine Speed (rpm)
2000
3000
4000
Output
Max. Output [EEC]
Distributor Type
(Mechanically Controlled)
1975 (120.5)
Compression Ratio
Torque
2C-T
4-Cylinder, In-Line
"
Previous
5000
Engine Speed (rpm)

145EG38
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145EG39
EG
70
JMAJOR DIFFERENCES
The following changes have been made to the 2C-TE and 2C-T engine.
Features
2C-TE
2C-T
D The distance between the intake and exhaust valves in

the cylinder head has been increased to improve the
cooling performance.
D The shape of the combustion chamber has been optimized to improve the torque in the low- to mid-speed
range.
D A diesel throttle has been adopted to reduce intake air

noise and vibration.
D An intercooler has been adopted to improve engine
performance.
D The exhaust manifold adopts a two-part construction
to improve its reliability.
D The internal construction of the main muffler has been

optimized to improve its quietness and reduce the exhaust pressure.
D The support of the main muffler has been changed
from the 3-point to 2-point support to reduce the noise
and vibration that are transmitted to the body.
Turbocharger
System
The size of the vanes and the clearance between various

parts have been optimized to improve the turbocharging
efficiency.
Cooling System
Fuel System
An electronically controlled injection pump is used.
Engine Control
System
D An electronic fuel injection system has been adopted.

D M-OBD (Multiplex On-Board Diagnosis) system is
adopeted.
Item
Engine Proper
Intake and
Exhaust System
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71
JENGINE PROPER
1. Cylinder Head
The distance between the intake and exhaust
valves has been increased to improve the cooling
performance.
Increased
Intake
Exhaust
EG
145EG40
2. Cylinder Block and Crankshaft (Only for 2C-TE ENGINE)

Along with the adoption of the engine control system, a crankshaft position sensor has been provided in the
cylinder block, and a protrusion has been provided on the crankshaft to generate a signal.
Protrusion

Cylinder Block
Crankshaft
141EG21
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141EG22
72

1. Diesel Throttle (Only for 2C-TE Engine)
D The throttle valve that is not linked directly to
an accelerator pedal has been adopted to reduce
the noise and vibration during idling, deceleration, and when the engine is stopped.
D The throttle valve opening is controlled by the
engine ECU in accordance with the engine
condition, in the following 3 stages: wide open,
idle opening, and fully closed.
145EG48
2. Intercooler (Only for 2C-TE Engine)

An intercooler has been adopted to improve engine performance.
The intercooler is provided in the left side of the
front bumper.
Intercooler
145EG41
3. Exhaust Manifold (Only for 2C-TE Engine)

The exhaust manifold adopts a two-part construction in which the two parts are connected by a bellows to improve the manifolds reliability.
Bellows
145EG53
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73
3. Exhaust Pipe
The outlet pipe in the main muffler has been extended and various components have been optimally located to improve quietness and reduce the
exhaust pressure.
: Extended portion
Outlet Pipe
Exhaust Gas
145EG42
EG
JFUEL SYSTEM
1. Injection Pump (Only for 2C-TE Engine)
Along with the adoption of the engine control system, a spill control valve, timing control valve, fuel temperature sensor, engine speed sensor, and injection pump calibration unit have been provided.
Engine Speed Sensor
Fuel Temp. Sensor
Spill Control Valve
Injection Pump
Calibration Unit
Timing Control Valve

145EG47
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74
JENGINE CONTROL SYSTEM (ONLY FOR 2C-TE ENGINE)

1. General
To operate the engine is an optimal condition. The engine control system of the 2C-TE engine have general
control of the following functions: fuel injection volume control, fuel injection timing control and idle speed
control. In addition, a diagnosis function has been added to improve the serviceability of the engine.
System
Outline
Fuel Injection Volume

Control
Based on the signals received from the sensors, the engine ECU determines
the fuel injection volume in accordance with the engine condition.
Fuel Injection Timing

Control
Based on the signals received from the sensors, the engine ECU determines
the fuel injection timing in accordance with the engine condition.
Idle Speed Control
The engine ECU determines the idle speed in accordance with the engine
condition, and controls the fuel injection volume in order to achieve the
target idle speed.
Stable Idling Control
Corrects the fuel injection volume that is directed to each cylinder during
idling, thus reducing engine vibration.
Diesel Throttle
Control
Controls the throttle valve opening in 3 stages in accordance with the engine
condition.
Glow Plug Control
Controls the length of time when the current is applied to the glow plugs in
accordance with the coolant temperature.
EGR Control
Controls the engine EGR volume in accordance with the engine condition.
Air Conditioning
Cut-Off Control
By controlling the air conditioning compressor ON or OFF in accordance

with the engine condition, drivability is maintained.
Engine Immobiliser
Prohibits fuel delivery if an attempt is made to start the engine with an invalid
ignition key.
Diagnosis
D When the engine ECU detects a malfunction, the engine ECU diagnoses
and memorizes the failed section.
D A newly developed diagnostic system which utilizes a high speed
bi-directional communication line to provide extended diagnostic
capabilities and features.
Fail-Safe
When the engine ECU detects a malfunction, the engine ECU stops or
controls the engine according to the data already stored in memory.
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2. Construction
The configuration of the engine control system which can be broadly divided into three groups: the engine
ECU, the sensors and the actuators, is shown in the following chart.
SENSORS
ACTUATORS
TURBO PRESSURE SENSOR
FUEL INJECTION VOLUME

CONTROL
PIM
D Intake Manifold Pressure Signal

ENGINE SPEED SENSOR
SPV
SPILL CONTROL VALVE
NE

FUEL INJECTION TIMING

CONTROL
TDC
TCV
TIMING CONTROL VALVE
THW
WATER TEMP. SENSOR
GLOW PLUG CONTROL
THA
G-IND
THF
FUEL TEMP. SENSOR

ACCELERATOR PEDAL
POSITION SENSOR
SREL
VA,VAS
ACCELERATOR PEDAL SWITCH

D Accelerator Pedal Fully Closed
Signal
GLOW PLUG RELAY
DIESEL THROTTLE
CONTROL
IDL
D Idling Signal
D Accelerator Pedal Position
Signal
GLOW INDICATOR LAMP
S / LU
Engine
ECU
S / TH
VSV (Idle Opening)

VSV (Fully Closed)
PDL
EGR CONTROL
EGR
DATA
INJECTION PUMP
CALIBRATION UNIT
VACUUM REGULATING VALVE
CLK
PA
IGNITION SWITCH
STA
D Starting Signal (ST Terminal)

D Ignition Signal (IG Terminal)
VSV (for Turbo Pressure Sensor)
IGSW
COMBINATION METER

CONTROL
SP1
ACT

BLOWER SWITCH
AIR CONDITIONING
AMPLIFIER
BLM
D Blower Switch Signal
COMBINATION METER
AIR CONDITIONER AMPLIFIER
THWO
AC1
D A / C Switch Signal
MREL
IMI
MAIN RELAY
IMMOBILISER ECU
IMO
TC
W
CHECK ENGINE LAMP
SIL
+B
BATT
MAIN RELAY
ENGINE COOLANT TEMP. GAUGE
BATTERY
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EG
76

Accelerator Pedal
Position Sensor
Engine
Speed
Sensor
Accelerator Pedal Switch
Spill Control
Valve
Fuel Temp.
Sensor
Injection Pump
Calibration Unit
Vehicle Speed Signal

Ignition Switch Signal
Blower Switch Signal
Air Conditioner Signal
Engine
ECU
VSV1
for Main
Actuator
Timing Control
Valve
Vacuum
Regulating
Valve
VSV
for Sub
Actuator
Intake Air
Temp.
Sensor
InterCooler
Turbo
Pressure
Sensor
Turbocharger
VSV
for Turbo Pressure
Sensor
Water Temp. Sensor

EGR Valve
Crankshaft Position
Sensor
145EG44
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http://vnx.su
EGR Valve
Injection Pump
Vacuum
Regulating
Valve
Turbo Pressure
Sensor
VSV2
(for Sub Actuator)
VSV
for Turbo Pressure
Sensor
Water Temp. Sensor
Engine ECU
Crankshaft
Position Sensor
Glow Plug
Intake Air
Temp. Sensor
VSV1
(for Main Actuator)
145EG43
Sub Actuator
(for Diesel Throttle)
Main Actuator
for Diesel
Throttle
DLC3

77
EG
78

Turbo Pressure Sensor
The turbo pressure sensor consists of a semiconductor which utilizes the characteristic of a silicon chip that changes its electrical resistance
when pressure is applied to it. The sensor converts the intake air pressure into an electrical signal, and sends it to the engine ECU in an amplified form.
In addition, the atmospheric pressure can be detected by switching the piping passage through
the operation of the VSV.
Output Voltage
V
5
60 86.7
(450) (650)
206.7 kPa
(1550) (mmHg)
Absolute Pressure
Turbo Pressure Sensor
Output Characteristics
141EG26
Engine Speed Sensor

The engine speed sensor is attached to the roller ring in the injection pump to detect the engine speed.
The timing rotor is attached to the drive shaft. Missing 2 teeth at each of the 4 locations, the timing rotor
generates a signal every 11.25_ (crankshaft angle) with its 56 teeth.
Engine Speed
Sensor
Roller
Ring
Output Voltage
360_CA*
11.25_CA*
+
"
0
#
Drive
Shaft
Timing
Rotor
141EG44
*: CA (Crankshaft Angle)
http://vnx.su
141EG45
79

The crankshaft position sensor is attached to the
cylinder block. Using the protrusion that is provided on the crankshaft, the sensor generates 1
signal for every revolution. This signal is then
sent to the engine ECU as a crankshaft position
signal.
Crankshaft Position
Sensor
To Engine
ECU
Crankshaft
EG
Protrusion
141EG46
Fuel Temperature Sensor

The fuel temperature sensor is attached to the injection pump, and uses an internal thermistor to
detect the fuel temperature.
Fuel Temp. Sensor
Fuel Pump Calibration Unit

To compensate for the shift in injection volume
and injection timing caused by the variances in
the injection pump itself, a correction is made by
using the data that is stored in the ROM in the
fuel pump calibration unit.
Fuel Pump Calibration Unit

145EG47

The timing control valve is attached to the injection pump. In accordance with the signals from
the engine ECU, it opens the valve in the fuel
passage between the high-pressure chamber and
the low-pressure chamber, thus controlling the
injection timing.
When the current flows to the coil of the timing
control valve, the starter core becomes an electromagnet to push and compress the spring. This
causes the moving core to retract and open the
fuel passage.
Moving
Core
Coil
Fuel Passage
Valve
Spring
Starter Core
145EG54
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Spill Control Valve
The spill control valve is attached to the injection pump to control the fuel injection volume in a accordance
with the signals received from the engine ECU. When the current applied to the spill control valve is shut
off, the valve in the spill control valve opens by the difference in pressures. Thus, the pressure in the plunger
decreases causing the injection nozzle to stop injection fuel.
The length of time till the spill control valve is turned OFF becomes the fuel injection time. Thus, the fuel
injection volume is controlled by increasing or decreasing the length of time till the spill control valve is
turned OFF.
Spill Passage
Return
Plunger
To Injection Nozzle
141EG48
Accelerator Pedal Position Sensor

D The accelerator pedal position sensor uses a
hall element that outputs voltage that changes
linearly in relation to the amount of pedal effort that is applied to the accelerator pedal.
The accelerator pedal position sensor uses a
duplex system to ensure its reliability.
Accelerator Pedal
Switch
D An idle switch that detects the fully closed

condition of the accelerator pedal is enclosed
in the accelerator pedal position sensor.
Accelerator Pedal
Position Sensor
Accelerator
Pedal
Accelerator Pedal Switch

Detects the fully closed condition of the accelerator pedal.
145EG50
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6. Fuel Injection Volume Control

Based on sensor signals, the engine ECU controls the fuel injection volume by calculating the fuel injection
volume that is appropriate for the engine condition.
Spill Control Valve
Injection Pump
Engine Speed Signal
Water Temp. Signal
Accelerator Pedal Position Signal
Intake Air Temp. Signal
Intake Manifold Pressure Signal
Fuel Temp. Signal
Atomosphere Pressure Signal
Fuel Pump Calibration Unit Signal
Engine
ECU
To Injection
Nozzle
EG
141EG50
Function of Engine ECU

The engine ECU calculates the basic injection volume based on the throttle opening and engine speed, and
the maximum injection volume for the engine condition. The two injection volumes are then compared, and
the lesser of the two is selected. A correction value, which is obtained via the correction resistors, is added
to that injection volume, thus determining the final injection volume.
1) Basic Injection Volume
Determined in accordance with the throttle opening and the engine speed.
2) Maximum Injection Volume
Based on the signals received from the sensors, correction values are added to the theoretically required
injection volume (basic maximum injection volume) to determine the maximum injection volume during
engine operation.
a. Basic Maximum Injection Volume
Determined in accordance with the engine speed.
b. Intake Manifold Pressure Correction
Corrects the basic maximum injection volume in accordance with the intake manifold pressure. The
higher the intake manifold pressure becomes, the larger the injection volume becomes.
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82

c. Intake Air Temperature Correction
Corrects the variance in the air-fuel ratio that is created by the difference in the density of the intake
air in accordance with the intake air temperature. The higher the intake air temperature becomes, the
smaller the injection volume becomes.
d. Fuel Temperature Correction
Corrects the variance in the injection volume that is created by the difference in the density of the fuel
in accordance with the fuel temperature. The higher the fuel temperature becomes, the larger the injection volume becomes.
3) Starting Injection Volume Control
Determines the fuel injection volume during starting in accordance with the starting signal and the water
temperature signal. When the engine is cold, the lower the coolant temperature becomes, the larger the
injection volume becomes.
7. Fuel Injection Timing Control

Based on the signals received from the sensors, the engine ECU calculates and controls the fuel injection timing to be optimal for the engine condition.
Injection Pump
Engine Speed Signal
Water Temp. Signal
Intake Air Temp. Signal
Intake Manifold Pressure Signal
Atomosphere Pressure Signal
Engine
ECU
Timer Piston
To Injection
Nozzle

141EG50

The engine ECU adds the corrections from the sensor signals to the basic fuel injection timing to calculate
the fuel injection timing that is optimal for the engine condition.
1) Basic Injection Timing
The basic injection timing is determined in accordance with the injection volume and the engine speed.
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2) Injection Timing Correction

a. Intake Manifold Pressure Correction
Corrects the basic fuel injection timing in accordance with the intake air pressure. The injection timing
is advanced when the intake air pressure is low in such the case as of high altitude areas.
b. Water Temperature Control
Corrects the basic fuel injection timing in accordance with the water temperature. The injection timing
is advanced when the water temperature is low.
3) Starting Injection Timing Control
The starting injection timing is determined in accordance with the starting signal, water temperature signal, and engine speed. The injection timing is advanced when the water temperature is low and engine
speed is high.
8. Idle Speed Control

D In this system, the engine ECU calculates the target engine speed in accordance with the engine condition,
and determines the fuel injection volume, thus controlling the idle speed rpm.
D During cold operation, the idle is increased by turning ON the blower switch, thus improving the heating
performance of the heater.
Spill Control Valve
Injection Pump
Engine Speed Signal
Water Temp. Signal
Vehicle Speed Signal
Engine
ECU
A / C Switch Signal
Staring Signal
Blower Switch Signal
To Injection
Nozzle
141EG50

1) Feedback Control
During idling, the feedback control controls the injection volume to achieve the target idle speed, if there
is a difference between the target idle speed calculated by the engine ECU and the actual idle speed.
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EG
84

2) Warm-Up Control
Controls the injection volume during warm-up to achieve an optimal fast idle speed in accordance with
water temperature.
3) Engine Speed Change Estimate Control
Immediately after the air conditioning switch is engaged, the idle speed can be affected by the change
in the load that is applied to the engine. To prevent this symptom, the engine speed-change estimate control increases or decreases the injection volume before the idle speed changes.
9. Stable Idling Control

Immediately after the air conditioning switch is turned ON or OFF, the load applied to the engine changes,
causing the idle speed to fluctuate. To prevent this symptom, the engine speed-change estimate control increases or decreases the injection volume before the idle speed fluctuates.
10. Diesel Throttle Control

The opening of the throttle valve that is installed on the intake manifold is controlled by the engine ECU in
accordance with the engine condition, in the following 3 stages: wide open, idle opening, and fully closed.
As a result, the noise that is generated during idling and deceleration, as well as the noise and vibration that
are generated when the engine is stopped, have been reduced.
"
System Diagram A
Actuator (Main)
VSV 1
From Vacuum Pump
Throttle
Valve
Engine
ECU
Engine Speed Signal

Water Temp. Signal
Accelerator Pedal
Position Signal
Atomosphere Pressure
Signal
VSV 2
Actuator (Sub)
145EG49
VSV
VSV 1
VSV 2
Wide Open
OFF
OFF
Idle Opening
ON
OFF
Fully Closed
ON
ON
Throttle Valve
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85
11. EGR Control

In the EGR control system, the engine ECU controls the vacuum regulating valve to recirculate an appropriate amount of exhaust gas to the combustion chamber in accordance with the engine condition. This results
in slower combustion rate, lower combustion temperature, and reduced NOx emissions.
"
System Diagram A
Vacuum Pump
Vacuum Damper
Vacuum Regulating Valve
Intake
Engine
ECU
Water Temp. Signal

Engine Speed Signal
Throttle Position Signal
Intake Air Pressure Signal
EGR Valve
Engine
Exhaust
141EG31
Construction
1) Vacuum Regulating Valve
Controls the vacuum that is applied by the vacuum pump to the EGR valve in accordance with the signals
from the engine ECU.
To EGR Valve
From Vacuum Pump
145EG51
Atomosphere
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EG
86

2) EGR Valve
Using the vacuum from the vacuum regulating valve, the EGR valve opens and closes the
valve to introduce exhaust gas into the intake
manifold.
From
Vacuum
Regulating
Valve
To Intake
Manifold
From
Exhaust
Manifold
145EG52
Operation
1) Based on the signals from the sensors, the engine ECU applies duty control to the current that is applied
to the vacuum regulating valve, thus regulating the vacuum that is applied to the EGR valve. Thus, the EGR
valve opening is controlled to provide the volume of EGR gas that is appropriate for the engine condition.
2) The EGR function is stopped under the conditions given below to ensure drivability and to reduce diesel
smoke.
D The water temperature is below 60_C (140_F).
D The vehicle is driven under high load condition.
D During decelecration (The EGR operates at idle)
11. Engine Immobiliser System

The engine immobiliser system has been designed to prevent the vehicle from being stolen. This system uses
a transponder key computer that stores the ID code of the authorized ignition key. If an attempt is made to
start the engine using an unauthorized key, the transponder key computer emits a signal to the engine ECU
to prohibit fuel delivery effectively in order to disable the engine. For details, see page 151 in the Engine
Immobiliser system section.
12. Diagnosis
D If the engine ECU detects any problem with a sensor or an electrical circuit, it turns ON the CHECK ENGINE lamp in the combination meter to inform the driver. In addition, the malfunction code will be stored
in memory.
D An M-OBD (Multiplex On-Board Diagnostic) System has been adopted to improve serviceability. For details, see page 40.
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CHASSIS CLUTCH
CHASSIS
CLUTCH
JDESCRIPTION
D A dry single plate clutch which is operated by hydraulic pressure is used.
D The clutch pedal has a turn-over mechanism to reduce clutch pedal effort on the models with 2C-T and
2C-TE engine.
CH
145CH01
2C-T and 2C-TE Engine Model

"
Specifications A
Engine Type
4A-FE
7A-FE
3S-FE
2C-T
2C-TE
Dry Type
Single Plate Clutch
Diaphragm Spring
Operation
Hydraulic
Type
Set Rivet
212 (8.35)
224 (8.82)
4200
4700
5200
212 x 140 x 3.4
224 x 150 x 3.4
Item
Clutch
Clutch
Cl
t h
Cover
Type
Size
Installed Load
Clutch
Disc
Master
Cylinder
Release
Cylinder
mm (in.)
N
Facing Size*
mm (in.)
Facing Area
cm2 (in.2)
Type
Cylinder Diameter
mm (in.)
Type
Cylinder Diameter
mm (in.)
(8.35 x 5.51 x 0.13) (8.82 x 5.91 x 0.13)
199 (30.8)
217 (33.6)
Conventional
15.84 (0.62)
Non-Adjustable
20.64 (0.81)
22.2 (0.87)
20.64 (0.81)
*: Outer Diameter x Inner Diameter x Thickness
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CHASSIS MANUAL TRANSAXLE
MANUAL TRANSAXLE
JDESCRIPTION
D 4A-FE engine model uses the C50 manual transaxle.
D 7A-FE engine model uses the C250 manual transaxle. The basic construction and operation are the same
as in the C50 manual transaxle. However, the gear ratio is differed.
D 3S-FE engine model uses the S54 manual transaxle.
D 2C-T and 2C-TE engine models use the S50 manual transaxle.
D The S50 manual transaxle uses a triple-cone type synchromesh mechanism in the 2nd gear.
145CH07
145CH05
C50 Series Manual Transaxle

"
S50 Series Manual Transaxle
Specifications A
Engine Type
Transaxle Type
Item
Gear Ratio
4A-FE
7A-FE
3S-FE
2C-T, 2C-TE
C50
C250
S54
S50
1st
3.545
3.285
3.538
2nd
1.904
1.960
2.041
3rd
1.310
1.322
4th
0.969
1.031
1.028
0.945
5th
0.815
0.820
0.731
Reverse
3.250
3.153
4.058
3.941
3.944
3.736
1.9
(2.0, 1.7)
2.2
(2.3, 1.9)
SAE 75W-90
API GL-4
or GL-5
Differential Gear Ratio

Oil Capacity
Liters (US qts, Imp. qts)
Oil Viscosity
Oil Grade
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CHASSIS MANUAL TRANSAXLE
JTRANSMISSION GEAR
1. Triple-Cone Type Synchromesh Mechanism
The 2nd gear of the S50 manual transaxle has adopted a triple-cone type synchromesh mechanism to reduce
the shift effort, to ensure a smoother shift operation, and to improve the durability of the synchromesh mechanism.
In the S54 manual transaxle, the triple-cone type synchromesh mechanism has already been adopted in the
2nd gear since the previous models.
Middle Ring
Outer Ring
Hub Sleeve
2nd Gear
CH
Clutch Hub
Inner Ring
145CH14
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CHASSIS AUTOMATIC TRANSAXLE
AUTOMATIC TRANSAXLE
JDESCRIPTION
The A241E automatic transaxle is used on the 3S-FE engine model, the A245E automatic transaxle is used
on the 4A-FE engine model, and the A246E automatic transaxle is used on the 7A-FE engine model. The
pattern select switch is used in all automatic transaxles. Furthermore, the models for Europe are provided with
a snow mode, and the LHD model for Europe is provided with a kick-down switch.
The basic construction and operation are the same as in the previous model, except for the following changes:
D The A241E has realized improvement in both drivability and fuel economy by revising the shift point and
lock-up point in conjunction with the improvement of the low- to mid-speed range torque of the 3S-FE
engine.
D The A246E has realized improvement in both drivability and fuel economy by revising the shift point,
lock-up point, differential gear ratio, and torque converter in conjunction with the improvement of the lowto mid-speed range torque of the 7A-FE engine.
D An oil level gauge has been changed to plastic type from steel type on all automatic transaxles.
D These automatic transaxles support the M-OBD (Multiplex On-Board Diagnostic) system to enable the
diagnostic codes to be accessed through the use of a hand-held tester.
145CH08
145CH09
A241E Automatic Transaxle
A246E Automatic Transaxle
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CHASSIS AUTOMATIC TRANSAXLE

"
Specifications A
Engine Type
Transaxle Type
Item
A241E
A245E
A246E
3S-FE
4A-FE
7A-FE
1st
3.643
4.005
2nd
2.008
2.208
3nd
1.296
1.425
4th (Overdrive)
0.892
0.981
Reverse
2.977
3.272
3.178
2.962
Fluid Capacity
Liters (US qts, Imp. qts)
8.0 (8.5, 7.0)*
7.6 (8.0, 6.7)*
*z
Fluid Type
ATF D-II or
DEXRONIII
(DEXRONII)
Gear Ratio
Differential Gear Ratio
*: Differential Included
CH
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CHASSIS DRIVE SHAFT
DRIVE SHAFT
JDESCRIPTION
The drive shaft uses the tripod type CVJ (Constant-Velocity Joint) on the differntial side, and Rzeppa type
CVJ on the wheel side on all models. For the 2C-T and 2C-TE engine models a low-vibration tripod type CVJ
is used on the differential side.
"
2C-T and 2C-TE Engine Model A

Low-Vibration Tripod Type CVJ
Rzeppa Type CVJ
Differential
Side
Wheel
Side
145CH03
Right-Hand
Low-Vibration Tripod Type CVJ
Rzeppa Type CVJ

Wheel
Side
Differential
Side
145CH04
Left-Hand
JLOW VIBRATION TRIPOD TYPE CVJ

The low-vibration tripod type CVJ (Constant-Velocity Joint) consists of a tripod with a spherical tip and
double rollers consisting of an outer roller and a holder.
Because the tip of the tripod is spherical, the double roller remains constantly parallel to the outer race even
if the joint tilts (the illustration below shows the tripod tilted).
This design enablles the double roller to slide smoothly to realize low vibration at high installed angles.
Outer Race
Needle Roller Bearings
Outer Roller
Tripod
Holder
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145CH06
93
CHASSIS AXLES
AXLES
JFRONT AXLE
The front axle uses a double-row angular ball bearing as in the previous model.
However, the bearing size has been changed.
The oil seal has been enclosed in the bearing for weight reduction.
Oil Seals
Double-Row
Angular Ball
Bearing
CH
145CH15
145CH16
JREAR AXLE
As in the previous models, the rear axle uses a double-row angular ball bearing.
Double-Row Angular
Ball Bearing
145CH17
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CHASSIS BRAKES
BRAKES
JDESCRIPTION
The ventilated disc brakes are used in the front and the leading trailing drum brakes are used in the rear as
in the previous model. However, the following items have been changed.
D The master cylinder and brake booster have been changed.
D The type of the brake caliper and the size of disc rotor have been changed.
D The size of the drum brake has been changed.
D The dual proportioning valve is used on all models.
D The ABS actuator, ECU and relays are integrated.
D A mechanism that helps to prevent the brake pedal from retracting during a collision has been adopted.
145CH10
Sedan LHD Model
http://vnx.su
95
CHASSIS BRAKES
" Specifications A
Model
New
Previous
Item
Master
Cylinder
Single
Ventilated Disc
FN Type
PE Type
Wheel Cylinder Diameter

mm (in.)
57.00 (2.24)
57.22 (2.25)
Rotor Size (D x T)*2

mm (in.)
260 x 25
(10.24 x 0.98)
255 x 28
(10.04 x 1.10)
Leading Trailing Drum
Wheel Cylinder Diameter

mm (in.)
20.64 (0.81)
Drum Inner Diameter

mm (in.)
228.6 (9.00)
200 (7.87)
Type
Dual-P Valve
Dual-P Valve,
Dual-LSPV*3
Deflection Point of
Hydraulic Pressure
kPa (kgf/cm2, psi)
*12940 (30, 426)*1

3430 (35, 498)
3430 (35, 498)*4

2940 (30,
(30 426)*5
3920 (40, 569)*1
Pressure Reduction Gradient
0.25, 0.62*1
0.25, 0.37*3
Drum
228.6 (9.00)
200 (7.87)
Floor Lever
STD*6, OPT*7
OPT*8
mm (in.)
Type
Size
in.
Type
Caliper Type
Front Brake
Type
Rear Brake
Brake Control
Valve
Type
Parking Brake
Size
Lever Type
ABS
Tandem
Center Port + Lockheed*1
Lockheed + Lockheed
23.81 (0.94)
Diameter
Brake
Booster
Tandem
(Center Port + Lockheed)
Type
mm (in.)
*1: Models with ABS

*2: D: Outer Diameter, T: Thickness
*3: Sedan with ABS, Liftback with ABS and Wagon Models
*4: Sedan and Liftback Models without ABS
*5: Wagon Model without ABS
*6: Models for Europe except 2C-T Engine Model
*7: LHD Model with 3S-FE Engine for General Countries
*8: Models for Europe
http://vnx.su
CH
96
CHASSIS BRAKES
JMASTER CYLINDER AND BRAKE BOOSTER

D On the previous models, those with ABS adopted a center port and Lockheed type tandem master cylinder,
and those without ABS adopted a Lockheed and Lockheed type tandem master cylinder. However, on the
new model, all models adopt a center port and Lockheed type tandem master cylinder regardless of whether or not they are equipped with ABS.
D The internal shape of the master cylinder and brake booster has been changed.
D The brake fluid level warning switch has been integrated with the cap.
Brake Fluid Level Warning Switch
145CH39
JBRAKE PEDAL
A brake pedal retract prevention mechanism has been adopted to help minimize reduction of the drivers footwell space during a collision.
If the dash panel deforms rearward in a collision, the brake pedal bracket detaches from the bracket of the
cowl panel. Then, the stay of the instrument panel reinforcement causes the step surface of the brake pedal
to move forward and downward.
Cowl Panel
Detach
Instrument Panel
Reinforcement
Dash
Panel
Collision
Stay
Deform
Pedal
Bracket
Brake
Pedal
145CH25
145CH26
After Collision
Before Collision
http://vnx.su
97
CHASSIS BRAKES
JFRONT BRAKE
The front brake caliper has been changed to the FN
type from the PE type.
Also, the disc rotor size has been changed.
145CH27
FN Type Brake Caliper
JABS
1. General
D The ABS actuator, ECU, and relays have been
integrated for compactness and weight reduction.
ABS Actuator
ABS ECU
CH
D An ABS is standard equipment on the models

for Europe except 2C-T engine model and optional equipment on the LHD model with 3SFE engine for General Countries.
145CH36
2. Hydraulic Circuit
Pressure
Holding
Valve
ABS Actuator
Pressure
Reduction
Valve
Dual-P
Valve
For RHD Model
Front Right
Wheel Brake
Rear Left
Wheel Brake
Rear Right
Wheel Brake
Front Left
Wheel Brake
For LHD Model
Front Left
Wheel Brake
Rear Right
Wheel Brake
Rear Left
Wheel Brake
Front Right
Wheel Brake
http://vnx.su
145CH38
98
CHASSIS BRAKES
3. Operation
The brake control of each wheel during ABS activation is implemented by the following 3 modes: pressure
reduction, pressure holding and pressure increase modes.
The ECU controls the fluid pressure of each of the front left and right wheels independently while the fluid
pressure of the rear left and right wheels is controlled simultaneously for vehicle stability.
Master Cylinder
Master Cylinder
ABS Actuator
ABS Actuator
Port A
Port A
Pressure
Holding
Valve OFF
Pump
OFF
Port B
Pressure
Reduction
Valve OFF
Wheel
Cylinder
Reservoir
Pressure
Holding
Valve ON
Pump
ON
Port B
Pressure
Reduction
Valve ON
Wheel
Cylinder
Reservoir
145CH29
145CH28
Normal Braking
Pressure Reduction Mode

Master Cylinder
Master Cylinder
ABS Actuator
ABS Actuator
Port A
Pressure
Holding
Valve ON
Pump ON
Port B
Pressure
Reduction
Valve OFF
Reservoir
Port A
Pressure
Holding
Valve OFF
Port B
Pressure
Reduction
Valve OFF
Reservoir
Wheel
Cylinder
Wheel
Cylinder
145CH31
145CH30
Pressure Holding Mode

"
Pump
ON
Pressure Increase Mode
Condition of Each Valve A

Mode
Valve
Normal
Braking
ABS Activated
Pressure
Reduction
Pressure
Holding
Pressure
Increase
Pressure Holding Valve

(Port A )
OFF
(Open)
ON
(Closed)
ON
(Closed)
OFF
(Open)
Pressure Reduction Valve

(Port B )
OFF
(Closed)
ON
(Open)
OFF
(Closed)
OFF
(Closed)
http://vnx.su
99
CHASSIS SUSPENSION
SUSPENSION
JDESCRIPTION
The Macpherson strut type independent suspension is used both front and rear.
New models suspension has the following features:
D As in the previous model, a fluid-filled suspension upper support and a suspension tower plate are used
on the front suspension.
D An assist link is added on the front suspension for the manual transaxle model.
D The front suspension bushing has been changed.
D The location of the rear suspension arms has been changed.
D Rubber cushions have been adopted for mounting the suspension member onto the body.
D The shape of the rear suspension member has been changed.
CH
145CH18
Sedan Model with Manual Transaxle

"
Specifications A
Normal Package
Model
Sedan,
Liftback
Wagon
Sedan,
Liftback
Wagon
mm (In.)
1480 (58.3)
1485 (58.5)
Caster*
degrees
1_20
1_21
1_15
Camber*
degrees
0_21
0_50
Toe-In*
mm (in.)
1 (0.04)
King Pin Inclination*

degrees
13_22
14_14
mm (in.)
1450 (57.1)
1440 (56.7)
Camber*
degrees
0_31
0_25
0_18
0_25
Toe-In*
mm (in.)
2 (0.08)
Item
Tread
Front
Suspension
Tread
Rear
R
Suspension
Rough Road Package
*: Unloaded Vehicle Condition
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100
CHASSIS SUSPENSION
JFRONT SUSPENSION
1. General
The front suspension is basically the same as that of the previous model. However, the following are changed.
D An assist link has been added to the front of the lower arm of the manual transaxle model.
D The shape of the fluid-filled suspension upper support has been changed.
Suspension
Upper Support
Lower Arm
Assist Link
145CH19
Manual Transaxle Model
2. Lower Arm
D The assist link has been adopted in front of the lower arm on the manual transaxle model.
By optimizing the installation angle of this assist link, optimal steering and compliance have been realized
to provide an excellent steering feeling.
Front
Front
Assist Link
145CH47
145CH48
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101
CHASSIS SUSPENSION
D The characteristics of the No. 1 and No. 2 bushings have been optimized to further improve the excellent
riding comfort and to provide excellent stability and controllability.
No. 2 Bushing
No. 1 Bushing
Front
145CH49
Automatic Transaxle Model
CH
3. Suspension Upper Support

As in the previous model, a fluid-filled suspension upper support is used to restrain the noise and vibration
that is transmitted from the suspension to the body.
However, the shape of the upper support has been changed to adopt a rebound stopper.
Fluid Filled
Chamber
Rebound
Stopper
Fluid Filled Chamber

145CH40
145CH37
New
Previous
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102
CHASSIS SUSPENSION
JREAR SUSPENSION
1. General
The position of the suspension arms has been changed to optimize the compliance steer that is applied by the
lateral and longitudinal forces, thus providing excellent stability and controllability.
145CH20
2. Compliance Steer
The location, length, mounting angle, and bushings of the suspension arms have been optimized to ensure
that the tires always orient towards toe-in if a lateral force or longitudinal force is applied to the tires during
cornering or braking, thus providing excellent stability and controllability.
"
Type Drawing A
Toe-In
Toe-In
Lateral force
applied to
No.1 arm
Longitudinal
Force
Lateral
Force
Lateral force
applied to
No.2 arm
145CH32
During Lateral Force Application
145CH33
During Longitudinal Force Application
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103
CHASSIS SUSPENSION
JSUSPENSION MEMBER
1. Front Suspension Member
Rubber cushions have been provided to the portion of the suspension member that mounts to the body in order
to reduce the noise and vibration that are transmitted from the suspension to the body.
Front Suspension Member

Rubber Cushions
145CH34
Rubber Cushions
CH
2. Rear Suspension Member
Similar to the front suspension member, rubber cushions have been provided to the portion of the rear suspension member that mounts to the body.
The shape of the suspension member has been changed and the position of the rubber cushions has been optimized. As a result, the amount of roll of the suspension member due to the lateral force that is applied to the
suspension has been restrained.
Furthermore, a performance rod has been provided to increase the rigidity by securing the center of the rod
against the body.
The above measures have been taken to improve riding comfort while providing excellent stability and controllability.
Rubber Cushions
Rear Suspension Member
Performance Rod
Rubber Cushions
145CH35
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104
CHASSIS STEERING
STEERING
JDESCRIPTION
D A rack and pinion type steering gear is used. An engine revolution sensing type power steering is used on
all models.
D A stepless tilt steering is used on all models.
D An energy absorbing plate is used on the energy absorbing mechanism for all models.
D A slide mechanism has been provided in the intermediate shaft to absorb the movement of the suspension
member.
D The steering column hole cover has adopted a double-wall construction to improve its sound insulation
capabilities.
D An energy absorbing rib has been provided on the column lower cover to help reduce the impact applied
to the drivers knees in a collision.
Reservoir Tank
Energy
Absorbing
Plate
Power
Steering
Pump
Steering Column
Steering Gear Box
145CH21
LHD Model with 3S-FE Engine

"
Specifications A
Gear Ratio (Overall)
17.39
No. of Turns Lock to Lock
3.04
Rack Stroke
Fluid Type
mm (in.)
134 (5.28)
ATF Type DEXRONII or III
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105
CHASSIS STEERING
JPOWER STEERING GEAR

1. General
D A compact and lightweigh rack and pinion type steering gear is used.
D A PCF (Positive Center Feel) mechanism has been provided in the torsion bar in the steering gear box to
improve the steering response in the vicinity of the steering center.
D The hydraulic characteristics have been revised to realize optimal steering effort.
2. PCF Mechanism
General
A PCF mechanism has been provided in the torsion bar to increase the spring constant of the torsion bar
in the vicinity of the steering center in order to realize excellent steering feeling when driving through long
corners.
Construction
The PCF mechanism consists of a corrugated spring, balls, V-groove guides, etc.
CH
Ball
Guides
V-Groove
Corrugated
Spring
Valve Body
Control Valve
Shaft
Torsion Bar
Valve Sleeve
(Rotary Valve)
Ball
Guides
V-Groove
Corrugated
Spring
Pinion
Rack
145CH22
Gear Box Cross Section
http://vnx.su
145CH23
Type Drawing of PCF Mechanism
106
CHASSIS STEERING
Operation
When the steering wheel is turned slightly, the spring force of the corrugated spring in the PCF mechanism
causes the top and bottom guides to rotate in unison as illustrated in the center drawing below.
Accordingly, the torsion bar does not generate torsion, and no phase difference is created between the valve
body and the valve sleeve. As a result, no hydraulic assist is provided to the steering effort.
When the steering wheel is turned further, the reaction force from the wheels overcomes the spring force
of the corrugated spring, causing the top and bottom guides to shift from each other, as illustrated in the right
drawing below.
This generates torsion in the torsion bar, thus causing the valve body and the valve sleeve to rotate relatively
for the amount of torsion. As a result, hydraulic assist is provided to the steering effort.
"
Conceptual Drawing A
Steering Torque
Conventional
Torsion Bar
Steering Angle
Guides
Ball
Torsion Bar
with PCF
Mechanism
Corrugated
Spring
Torsion
Bar
Valve
Sleeve
Valve Body
Guides
Corrugated
Spring
Torsion
Bar
Cross
Section
Valve Body
Valve Sleeve
145CH23
145CH24
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107
CHASSIS STEERING
JSTEERING COLUMN
1. General
D A stepless tilt steering is used on all models.
D A slide mechanism has been provided in the intermediate shaft to absorb the movement of the suspension
member.
D The steering column hole cover has adopted a double-wall construction to improve its sound insulation
capabilities.
2. Tilt Steering
The tilt mechanism consists of a tilt lever, column tube, breakaway bracket, tilt lever lock bolt, tilt steering
adjusting nut and etc.
When the tilt mechanism is in its locked state, operating the tilt lever downward causes the tilt steering adjusting nut to loosen (because the tilt lever lock bolt has left-handed screw threads).
When the tilt mechanism is in its free state, operating the tilt lever upward causes the tilt steering adjusting
nut to tighten.
Steering Column
Hole Cover
Column Tube
Stepless
Slide Mechanism
A
Tilt Lever
Breakaway Bracket
Steering Column Hole Cover No.2
Intermediate Shaft
145CH41
"
A A Cross Section A
Column Tube
Breakaway Bracket
Tilt Steering
Adjusting Nut
Tilt lever Lock Bolt

145CH42
Free
145CH43
Lock
http://vnx.su
CH
108
CHASSIS STEERING
JENERGY ABSORBING MECHANISM

1. Construction
The energy absorbing mechanism in the steering column consists of a lower bracket, breakaway bracket, energy absorbing plate and a contractile main shaft. The steering column is mounted onto the instrument panel
reinforcement via a lower bracket and breakaway bracket which is supported via a capsule and energy absorbing plate. The steering column and the steering gear box are connected with an elastic intermediate shaft.
In addition, energy absorbing ribs have been provided on the lower column cover to help reduce the impact
applied to the drivers knees in a collision.
Breakaway
Bracket
Instrument Panel
Reinforcement
Lower Bracket
Energy
Absorbing
Plate
Steering
Gear Box
Column Lower Cover

Energy Absorbing Rib
Intermediate Shaft
145CH44
2. Operation
When the steering gear box moves during a collision (primary collision), the main shaft and intermediate
shaft contract, thus preventing the steering column and the steering wheel from protruding into the cabin.
When an impact is transmitted to the steering wheel in a collision (secondary collision), the steering wheel
and the steering wheel pad help absorb the impact. In addition, the breakaway bracket and the lower bracket
separate causing the entire steering column to move forward.
At this time, the energy-absorbing plate becomes deformed to help absorb the impact of the secondary collision.
Detach
Secondary
Collision
Contract
Primary
Collision
Deform
145CH45
http://vnx.su
Energy Absorbing
Plate
145CH46
109
BODY LIGHTWEIGHT AND HIGHLY RIGID BODY
BODY
LIGHTWEIGHT AND HIGHLY RIGID BODY
The body of the new Avensis/Corona has been made lightweight and highly rigid by the optimised joining
construction of the panels, adopting high-strength sheet steel, increasing the thickness of the reinforcements and
members in the various areas of the body, and optimizing the allocation of materials.
JHIGH STRENGTH SHEET STEEL

High strength sheet steel is used for the hood, door panels and members.
: High Strength Sheet Steel
BO
145BO01
Sedan Model
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110
JBODY SHELL
The body of the new Avensis/Corona is made highly rigid through the optimization of the location of reinforcements and the continuity in underbody members. Also, pillar joints and reinforcements are made larger
and redesigned to realize the excellent joint rigidity.
B
B
A
D
C
D
145BO03
C
Sedan Model
145BO05
145BO04
A A Cross Section
B B Cross Section
145BO06
145BO07
C C Cross Section
D D Cross Section
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111
JDOORS
A pipe type side impact protection beams are mounted at the bottom of the front and rear doors.
Side Protection Beams

145BO08
Sedan Model
BO
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112
JREAR PERFORMANCE ROD

A rear performance rod that has been newly provided on the wagon model to connect the right and left rear
wheelhouses and provide the excellent body rigidity of the rear suspension area.
The rear performance rod is integrated with the tonneau cover.
Also, to facilitate the use of the luggage room of the wagon model, a lock lever has been provided to enable
the rear performance rod (with tonneau cover) to be removed and reinstalled easily.
Tonneau Cover
145BO64
Tonneau Cover
Tonneau Cover
Rear Performance Rod
Lock Lever
145BO65
145BO70
Cross Section
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113
JIMPACT ABSORBING STRUCTURE

1. General
The impact absorbing structure of the new Avensis/Corona provides a body construction that can effectively
absorb the energy of impact in the event of a front, rear, or side collision. Also, it realizes an excellent occupant protection performance through the use of reinforcements and members that help minimize cabin deformation.
2. Construction
Impact Absorbing Structure for Front/Rear Collision
In conjunction with the revision made to the impact absorbing structure for front or rear collision, reinforcements and members around the cabin and the underbody have been changed in shape, their locations have
been optimized, or they have been newly provided.
Accordingly, the underbody and cabin framework were made to efficiently absorb and dissipate the impact
energy in case of a front or rear collision, thus realizing a body structure to help minimize cabin deformation.
"
Impact Absorbing Structure for Front Collision A
BO
Impact
Energy
145BO11
Impact
Energy
145BO12
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114
Impact Absorbing Structure for Side Collision

Impact energy of a side collision directed to the cabin area is dispersed throughout the body via pillar reinforcements, side impact protection beams, floor cross members, etc. This dispersion of energy keeps the
energy directed to the cabin to a minimum level. In addition, the body is made highly rigid through reinforced joints and the use of high strength sheet steel in order to maintain the maximum preservation of the
cabin space.
" Impact Absorbing Structure for Side Collision A
Impact
Energy
145BO13
Sedan Model
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115

Trim and Garnish
D The door trim design is adapted to the side collision impact absorbing structure. A high impact absorbing
material is used at the inside of door trim.
Impact Absorbing Material
145BO69
Sedan Model
D Also, a Head Impact Protection Structure has been adopted. With this type of construction, if the occupants head hits against the roof side rail and pillar in reaction to a collision, the inner panel of the roof
side rail and pillar collapses to help reduce the impact.
145BO14
Sedan Model
http://vnx.su
BO
116
BODY RUST-RESISTANT BODY
RUST-RESISTANT BODY
Rust-resistant performance is enhanced by extensive use of anti-corrosion sheet steel and an anti-corrosion
treatment by applying wax, sealer and anti-chipping paint to easily corroded parts such as the hood, doors and
rocker panels.
JANTI-CORROSION SHEET STEEL

Anti-corrosion sheet steel is used in all areas other than the roof and interior parts.
: Anti-Corrosion Sheet Steel
145BO15
Sedan Model
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117
BODY RUST-RESISTANT BODY
JWAX AND SEALER

Wax and sealer are applied to the hemmed portions of he hood, door panels and luggage compartment door
to improve rust-resistant performance.
JUNDER COAT
PVC (Polyvinyl Chloride) coating is applied to the under side of the body. A thick coating to improve rust
resistant performance is applied to the bottom side of the cowl panel, the fender apron and other parts which
are subject to damage by flying stones, etc.
: PVC Coating Area
: Edge Seal
145BO16
BO
JANTI-CHIPPING APPLICATION
Anti-chipping paint and PVC chipping primer are applied to the lower door panel area, front and rear wheel
arches and the rocker panel area to protect them from flying stones. In addition, soft-chip primer is applied
to the hood.
: Soft-Chip Primer
: Anti-Chipping Paint
: PVC Chipping Primer
145BO17
Sedan Model
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118
BODY LOW VIBRATION, LOW NOISE BODY
LOW VIBRATION, LOW NOISE BODY

Effective application of vibration damping and noise suppressant materials reduce engine and road noise.
JSOUND ABSORBING AND VIBRATION DAMPING MATERIALS

D Lightweight asphalt sheets are applied to most of the floor area to reduce engine and road noise during
vehicle operation.
D Sandwich panel is used in the dash panel, front floor tunnel and rear wheel housings.
D Silencer is used in the various body shell areas to reduce engine, road, and wind noise.
D Foamed material and seal material are applied onto the roof panel and pillars to reduce wind noise.
"
Asphalt Sheet and Sandwich Panel A

Sandwich
Panel
Sandwich
Panel
Asphalt Sheet
Asphalt Sheet
145BO18
Sedan Model
"
Foamed Material and Seal Material A

Foamed Seal
Material
Seal Material
Seal Material
Foamed Seal
Material
Foamed Urethane
Sponge
145BO19
Sedan Model
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119
BODY LOW VIBRATION, LOW NOISE BODY
D A liner is used inside the rear wheelhouse to reduce the noise that is created by the sand and pebbles hurled
by the tire while the vehicle is in motion.
Liner
A
A
145BO20
145BO21
A A Cross Section
JWEATHER STRIP
The weather strip around the doors provides double seals to reduce the wind noise created in the vicinity of
the door.
A
BO
B A
AB
C
145BO22
Weather
Strip
Weather
Strip
Weather
Strips
Weather
Strip
Weather Strip
145BO23
A A Cross Section
Weather
Strips
145BO25
145BO24
B B Cross Section
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C C Cross Section
120
BODY ENHANCEMENT OF PRODUCT APPEAL
ENHANCEMENT OF PRODUCT APPEAL

JROOF
A rain gutter is provided between the side outer panel and the roof panel to reduce the amount of rain dripping
from the sides of the roof.
Roof Panel
Rain Gutter
Side Outer
Panel
A
A
145BO30
145BO31
A A Cross Section
JWINDSHIELD MOULDING
A rain gutter has been incorporated into the periphery of the windshield moulding in order to reduce the rain
flow down from the roof panel to the windshield glass.
Windshield Moulding
Rain Gutter
Windshield Glass
145BO30
145BO34
A A Cross Section
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121
JREAR WINDOW MOULDING (SEDAN MODEL)

A rain gutter is incorporated in the rear window moulding to reduce the rain flow over the rear window.
Also, the width of the rear window moulding has been reduced to realize a sleek design.
Roof Panel
Rain Gutter
A
Rear Window
Moulding
Rear Window
Glass
145BO36
145BO37
A A Cross Section
JBACK DOOR WINDOW MOULDING (WAGON MODEL)

The upper and side window mouldings for the back door window glass have been discontinued to realize a
sleek design.
BO
145BO68
Outer Panel
Window Glass
Window Glass
Dam
Dam
Outer Panel
145BO71
A A Cross Section
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145BO72
B B Cross Section
122
JLUGGAGE DOOR/BACK DOOR KEY CYLINDER

The power door lock switch or the transmitters lock function can be used to lock/unlock the luggage door
or the back door simultaneously with the front and rear doors.
However, if the luggage door or the back door has been locked by operating the key cylinder with the master
key, they cannot be unlocked by operating the power door lock switch or the transmitter.
Luggage Door Key Cylinder
Unlock
Lock
Luggage Door
Key Cylinder
145BO44
145BO45
JSEAT
The new Avensis/Corona has newly adopted a mechanism that detects if the rear seat back latch is ajar.
If the seat back latch is ajar, the tip of the lock release button protrudes, exposing a red mark on the tip to
inform the passenger that the seat back latch is ajar.
Lock Release Button
145BO42
145BO43
Lock State
Half Latch State
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123
JSEAT BELT
1. General
D On models for Europe, he front seats are provided with an electrical sensing type seat belt pretensioner
and a seat belt force limiter.
In the beginning of a collision, the seat belt pretensioner instantly takes up the seat belt, thus realizing the
excellent belts effectiveness in restraining the occupant.
When the impact of a collision causes the tension of the seat belt that is applied to the occupant to reach
a predetermined level, the force limiter restrains the tension, thus reducing the force that is applied to the
occupants chest area.
D In accordance with the ignition signal received from the airbag sensor assembly, the seat belt pretensioner
activates simultaneously with the deployment of the SRS airbag for the driver and front passenger.
2. Seat Belt Pretensioner

Construction
The seat belt pretensioner consists of the gas generator, piston, pinion gear, hub, rollers and spool.
Cylinder
Pinion Gear
BO
Piston
Hub
Roller
Spool
Gas Generator
145BO73
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124
Operation
When the gas generator ignites in response to the ignition signal received from the air sensor, the resultant
combustion gas pushes the piston. The pushing of the piston causes the gear that is meshed to the periphery
of the piston to rotate. The rotation of the gear rotates the hub, causing the roller to become wedged between
the hub and the spool. As a result, the rotation of the hub is transmitted via the roller to the spool, thus retracting the seat belt.
Pinion Gear
Piston
Hub
Roller
Spool
Gas Generator
145BO73
145BO74
Inactive
Activated
3. Seat Belt Force Limiter

Construction
The seat belt force limiter consists of a locking pawl, ratchets, spool, torsion bar, and plate. The torsion bar
is fitted into the spool at one end and into the ratchet at the other end.
Spring
Washer
Torsion Bar
Ratchet
(Locking Side)
Connection
Plate
Spool
Ratchet
(Pretensioner Side)
145BO75
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Operation
D If the seat belt is pulled out at an acceleration rate that exceeds a predetermined value, the ELR mechanism activates to engage the locking pawl with the ratchet, preventing the belt from pulling out.
D When the ELR mechanism is activated, if a force that exceeds the predetermined load is applied to the
seat belt, the spool rotates, causing the seat belt to pull out. At this time, because the torsion bar is secured
at one end by the ratchet and locking pawl, the torsion bar twists with the rotation of the spool (pulling
out the seat belt). This twist in the torsion bar acts as a resistance against the pulling out of the seat belt.
Further, as the spool rotates, the protrusion on the spool comes in contact with the plate, causing the force
limiter operation to end.
Ratchet
(Locking Side)
Torsion Bar
Ratchet
(Pretensioner Side)
Protrusion
Plate
BO
Spool
Locking
Pawl
145BO76
Inactive
145BO77
Activated
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JPARTITION NET
The wagon model has been provided with a partition net that separates the passenger area from the luggage
area. When the vehicle is transporting luggage, the partition net is intended to prevent loosened luggage from
intruding into the passenger area.
In addition, 2 locations have been provided for attaching the partition net, depending on whether or not the
rear seat is being used.
Partition Net
Partition Net
145BO67
When the rear seat is used
145BO66
When the rear seat is not used
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BODY AERODYNAMICS
AERODYNAMICS
JSPAT
A spat has been newly provided ahead of the rear tires to smooth out the airflow around the tires and reduce
the air resistance while the vehicle is in motion.
Spat
145BO59
BO
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BODY ELECTRICAL LIGHTING
BODY ELECTRICAL
LIGHTING
JDESCRIPTION
The new Avensis/Corona has the following systems:
System
Outline
Headlights
Four-sculptured type headlights in which the low-beam and high-beam

headlights are mounted separately have been adopted on all models.
Also, extensions have been incorporated in the headlights to realize a
roundish four-headlight design.
For details, see the next page.
Daytime Running Light
This system is designed to activate the headlights and taillight automatically

during the daytime to keep the car highly visible to other vehicles.
The basic construction and operation are the same as in the previous model.
Headlight Beam Level

Control System
This system keeps the beam of the headlights adjusted to the appropriate
level in accordance with the number (weight) of passengers and volume of
luggage. The headlight beam level can be adjusted steplessly by operating
the headlight beam level control switch.
Rear Fog Light
The rear fog light makes the car highly visible to other drivers driving behind
in the rain or fog.
The basic construction is the same as in the previous model. However, the
operating condition of the rear fog light has been revised to prevent it from
being left on unintentionally.
Headlight Cleaner
The headlight cleaner sprays windshield washer fluid onto the headlights to
clean the lens.
The basic construction and operation are the same as in the previous mode.
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JHEADLIGHTS
1. General
Four-sculptured type headlights in which the low-beam and high-beam headlights are mounted separately
in the housing have been adopted on all new Avensis/Corona models.
2. Construction
The new Avensis/Corona has adopted a four-beam type headlight construction in which the low-beam and
high-beam headlights are mounted separately in the housing. As a result, a wider light diffusion characteristic
has been realized.
Also, extensions have been incorporated in the headlight housing to realize a roundish four-headlight design.
Low-Beam Headlight
High Beam Headlight
Extension
145BE01
A A Cross Section
145BE02
BE
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JHEADLIGHT BEAM LEVEL CONTROL SYSTEM

1. General
This system keeps the beam of the headlights adjusted to the appropriate level in accordance with the number
(weight) of passengers and volume of luggage. The headlight beam level can be adjusted by operating the
headlight beam level control switch.
145BE28
145BE27
Headlight Beam Level Control Switch
Headlights
Actuator
Actuator
Headlight Beam
Level Control Switch
145BE58
Sedan Model
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3. Construction
Headlight Beam Level Control Switch
Current
The dial knob of the headlight beam level control switch allows the driver to make adjustment of the headlight beam level.
Equipped with an internal potentiometer, this switch outputs an amount of current in proportion to the position of the dial knob.
5
Knob Position
Dial Knob
145BE07
145BE29
Actuator
According to the operation of the headlight beam
level control switch, the actuator moves the reflector in the headlight to vary its beam.
BE
145BE54
4. Operation
By operating the headlight beam level switch, an amount of current in proportion to the position of the switch
is output to the actuators of both headlights.
The actuators operate the reflectors to adjust the headlight beam level according to the amount of current received from the switch.
In this manner, the headlight beam level is adjusted in accordance with the operation of the level control
switch.
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JREAR FOG LIGHT

1. General
The rear fog light makes the car highly visible in the rain or fog to other drivers driving behind.
On the new Avensis/Corona, the operating condition of the rear fog light has been revised to prevent it from
being left on unintentionally.
2. Construction and Operation

Rear Fog Light Switch
D The rear fog light switch is shaped like a ring
and fitted over the light control switch. On the
models with front fog lights, the front fog light
switch and the rear fog light switch are integrated.
Rear Fog Light Switch
D The rear fog light switch is a momentary type

switch. This switch turns on upon twisting and
turns off upon twisting it again.
145BE30
Models with Front Fog Light

System Operation
1) Models with Front Fog Light
The rear fog light turns on when the rear fog light switch is twisted, providing that the taillights and headlights or front fog light are on. However, once the rear fog light is turned on, it will remain on even after
the headlights and front fog light are turned off or the rear fog light switch are turned off. Once the rear
fog light is turned off by turning the taillight switch off, the rear fog light will not turn on again unless
the rear fog light switch is twisted again.
Light Control
Switch
Fog Light
Switch
Front Fog Light
Rear Fog Light
Headlight ON
Taillight ON
OFF
Rear Fog ON
Front Fog ON
OFF
ON
OFF
ON
OFF
145BE42
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2) Models without Front Fog Light

The rear fog light turns on when the rear fog light switch is twisted, providing that the taillights and headlights are on. However, once the rear fog light is turned on, it will remain on even after the headlights
are turned off. Once the rear fog light is turned off by turning the taillight switch off, the rear fog ligtht
will not turn on again unless the rear fog light switch is twisted again.
Headlight ON
Taillight ON
OFF
ON
Rear Fog Light
Switch
OFF
Light Control
Switch
Rear Fog Light
ON
OFF
145BE67
BE
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BODY ELECTRICAL METER
METER
JCOMBINATION METER
1. Description
An electronically controlled combination meter that uses a microcomputer has been adopted on the Avensis/
Corona.
The combination meter has the following features:
D The combination meter has a four-eye analog configuration and offers the improved visibility through the
use of larger dials.
D A tachometer has been provided as standard equipment on all models.
D An electronic display odometer and trip meter are used for convenience and good visibility.
D A clock and an outside temperature gauge are enclosed in the meter.
D The function to adjust the rheostat is enclosed in the combination meter.
D The setting and the design of the indicator and warning light have been changed.
145BE22
3S-FE Engine Model

Gauge and Indicator
D In conjunction with the adoption of the electronically controlled combination meter, the detection method of the gauges and indicators have been changed as follows.
Model
Item
Fuel Warning
Indicator
Water Temperature
Gauge
Engine Oil Level

Warning
New
Previous
Based on the resistance value output

by the fuel gauge, the microcomputer
calculates the residual amount of fuel
to indicate it on the meter.
The water temperature signal that is
output by the engine ECU is used to
determine the water temperature and
to display it on the meter (except the
models with the 2C-T engine).
The sensor is used only to detect the
oil level and to display it on the meter.
In the combination meter, the indication of the oil temperature has been replaced with the water temperature.
The residual amount of fuel is detected through the fuel residual

amount detection circuit that uses a
thermistor to indicate it on the meter.
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A sender gauge for the detection of

water temperature is used to detect the
water temperature and to display it on
the meter.
A sender gauge is used to detect the oil
temperature and oil level and to display it on the meter.
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BODY ELECTRICAL METER
D The design and the setting of the indicators and warning lights have been changed from the previous model as follows.
Model
New
Item
Previous
Econodrive Monitor
Indicator
Hazard Warning
Indicator
(Shares the turn signal indicator)
Parking Brake Indicator
(Shares the brake warning indicator)
Front Fog Light Indicator
145BE55
Rheostat
1) General
The rheostat that changes the brightness of the meter has been enclosed in the combination meter. By operating the instrument panel light control knob (trip meter reset knob), the rheostat changes the brightness.
In addition, the LCD (Liquid Crystal Display) that displays the trip and odometer provides a bar graph
that indicates the present brightness level while the rheostat is being adjusted.
Bar Graph
Light
Dark
Instrument Panel
Light Control Knob
LCD for Displaying

Trip and Odometer
LCD for Displaying

Trip and Odometer
145BE23
BE
145BE24
2) Rheostat Brightness Control Method

The brightness can be adjusted on the rheostat as follows.
1 When the LCD is in the odometer mode, press the instrument panel light control knob 2 seconds or
longer to activate the rheostat brightness control mode. Then, on the LCD for displaying the trip and
odometer, a bar graph will appear to indicate the present brightness of the meter.
2 By continuing to press the control knob while the bar graph appears on the LCD, the brightness
changes as described in the graph shown below. After the desired brightness is reached, release the
knob to set the brightness. The rheostat brightness control mode ends at the moment the knob is released.
MAX
MIN
8 10 12 14 16 t [sec]
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BODY ELECTRICAL AIR CONDITIONING
AIR CONDITIONING
JDESCRIPTION
1. General
The air conditioning system in the new Avensis/Corona has the following features:
D As in the previous model, full air mix type heater and ventilator is used on all models.
D A manual air conditioner is provided as optional equipment on all models.
D An automatic air conditioner is provided as optional equipment on models for Europe.
D A sub-cool condenser that cools the refrigerant twice has been adopted.
D An aluminum heater core has been adopted on all models.
D The foot/def. mode enables the airflow ratio between the foot and defroster vents to be changed.
D A cool-air bypass damper has been provided on all models except those for Scandinavia.
D The rotary switch and lever type heater control panel has been adopted on all models.
D The models with the automatic air conditioner have adopted an automatic ECON control function as the
method for controlling the compressor.
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"
Performance A
Model
New
Previous
4760 (4090)
320
180
4660 (4010)
4760 (4090)
430
2700
New
Previous
180.9 x 180 x 27
(7.1 x 7.1 x 1.1)
180.9 x 180 x 36
(7.1 x 7.1 x 1.4)*1
178.5 x 180 x 49
(7.0 x 7.1 x 1.9)
2.25 (0.09), 2.8 (0.11)*1
2.8 (0.11)
BOSCH Motor
150 x 75 (5.9 x 3.0)
Multi-Flow
3-Passage Flow
mm (in.)
570 x 321.3 x 16
(22.4 x 12.6 x 0.6)
686 x 349.2 x 22
(27.0 x 13.7 x 0.9)
mm (in.)
3.2 (0.13)
3.5 (0.14), 4.5 (0.18)*2
mm (in.)
260 x 212 x 90
(10.2 x 8.3 x 3.5)
mm (in.)
4.5 (0.18)
4.0 (0.16)
10PA15
Item
Heat Output
Heater
W (Kcal/h)
(m3 /h)
Air Flow Volume

Power Consumption
(Heater)
Heat Output
Air
Conditioner
"
(W)
W (Kcal/h)
(m3 /h)
Air Flow Volume

Power Consumption
(Compressor)
(W)
Specifications A
Model
Ventilation and Heater
Item
Heater
Core
Size
WxHxL
Fin Pitch
mm (in.)
mm (in.)
Motor Type
Blower
Fan Size
Dia. x H mm (in.)
Air Conditioner
Type
Condenser
Size
WxHxL
Fin Pitch
Size
WxHxL
Evaporator
p
Fin Pitch
Compressor
Type
*1: North Europe Model

*2: 2C-TE and 2C-T Engine Model
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JCONSTRUCTION AND OPERATION

1. Heater Control Panel
D The rotary switch and lever type heater control
panel has been adopted on all models.
Automatic Air Conditioner Model

145BE20
D The mode selector switch provides 3 foot/def. mode settings.

Thus, in the foot/def. mode, the airflow ratio between the foot and defroster vents can be changed as desired.
"
Foot/Def. 1
Airflow Ratio A
Airflow Ratio
Foot/Def. 2
Foot/Def. 3
Mode Select Switch
Foot
Def
Def.
Foot/Def. 1
60 %
40 %
Foot/Def. 2
50 %
50 %
Foot/Def. 3
40 %
60 %
Switch Position
145BE21
2. Air Conditioning Unit

As in the previous model, a semi-center location air conditioning unit, in which the evaporator and heater
core are placed in the vehicles longitudinal direction, has been adopted.
However, the following items have been changed.
Heater Core
An aluminum heater core has been adopted on all models.
Air Flow Dampers
A cool-air bypass damper has been newly adopted in the cool-air bypass duct that is provided on the models
except those for Sweden, Denmark, Finland and Norway.
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3. Condenser
The new Avensis/Corona has newly adopted a sub-cool condenser in which a multi-flow condenser (consisting of two cooling portions: a condensing portion and a super-cooling portion) and a gas-liquid separator
(modulator) have been integrated. This condenser has adopted the sub-cool cycle for its cooling cycle system
to improve the heat exchanging efficiency.
Sub-Cool Cycle
The receiver cycle of the previous condenser could not convert the gaseous refrigerant that was sent by the
compressor into a completely liquefied state in the condenser. Thus, a portion of the refrigerant remained
in the gaseous state as it was sent to the evaporator.
In the sub-cool cycle of the sub-cool condenser that has been adopted on the new model, after the refrigerant
passes through the condensing portion of the condenser, both the liquid refrigerant and the gaseous refrigerant that could not be liquified are cooled again in the super-cooling portion. Thus, the refrigerant is sent to
the evaporator in an almost completely liquefied state.
Multi-Flow
Condenser
Condensing Portion
Gaseous
Refrigerant
Modulator
Liquid
Refrigerant
BE
Super-Cooling Portion
145BE31
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High Pressure
NOTE: The point at which the air bubbles disappear in the refrigerant of the sub-cool cycle is lower than the
proper amount of refrigerant with which the system must be filled. Therefore, if the system is recharged with refrigerant based on the point at which the air bubbles disappear, the amount of refrigerant would be insufficient. As a result, the cooling performance of the system will be affected.
For the proper method of verifying the amount of the refrigerant and to recharge the system with refrigerant, see the Avensis/Corona Repair Manual (Pub. No. RM599E).
Properly Recharged Amount
Point in Which Bubbles Disappear

Amount of Refrigerant
145BE38
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4. Automatic Air Conditioning ECU

Compressor Control
1) Automatic ECON Control
a. General
The method for controlling the compressor has been changed to automatic ECON control, thus improving fuel economy, cooling performance and ease of use.
b. Operation
ON
Compressor
Compressor
When the air outlet is in a mode other than the defroster mode, the air conditioning system operates in
the air conditioning control mode for 5 minutes after the air conditioning is turned ON (compressor
ON). Thus, the air conditioning ECU controls the ON/OFF function of the compressor based on the
temperature that is detected by the evaporator temperature sensor.
After 5 minutes have elapsed since the air conditioning was turned ON, the air conditioning ECU will
make either of the lower temperature as a compressor control temperature when calculating the compressor control temperature from the detected temperature by the ambient temperature sensor and the
required outlet air temperature.
For 5 to 8 minutes after the air conditioning was turned ON, the ECU controls the compressor by increasing the compressor control temperature gradually until the compressor control temperature reaches to this calculated temperature.
After 8 minutes have elapsed from the time the air conditioning was turned ON, the air conditioning
system engages in the automatic ECON control mode, and the ECU controls the compressor according
to the compressor control temperature that was calculated by the aforementioned formula.
Whenever the air outlet mode is in the defroster mode, the air conditioning system is engaged in the
air conditioning control mode and the ECU controls the ON/OFF function of the compressor according
to the temperature that is detected by the evaporator temperature sensor.
In addition, even if the air outlet mode is changed from the defroster mode to another mode, the system
will continue to operate in the air conditioning control mode until the ignition switch is turned OFF.
OFF
3
4[_C]
Evaporator Temperature Sensor
Air Conditioning Control Mode
ON
BE
OFF
TA
TA+1[_C]
Compressor Control Temperature
Automatic ECON Control Mode
145BE59
145BE60

[_C]
Compressor
Control
Temperature
12
3
8
17
25
35
12
[_C]
Ambient Temperature
Calculation Based on Ambient Temperature
26
31 [_C]
145BE62
145BE61
Required Outlet Air Temperature

Calculation Based on Required Outlet Air Temperature
Method for Calculating Compressor Control Temperature

[_C]
Compressor
Control
Temperature
Compressor
Control
Temperature
[_C]
TA
TA: Initially Calculated

3
5
[Min.]
145BE63
Determining Compressor Control Temperature
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BODY ELECTRICAL ACCESSORIES
ACCESSORIES
JDESCRIPTION
The new Avensis/Corona includes the accessory system shown below.
System
Outline
Power Window System
This system includes one-touch auto up and down and jam protection functions. The one-touch auto up and down function automatically closes and
opens the drivers side window fully.
A jam protection function automatically stops the power window and moves
it downward, if a foreign object becomes jammed in the window during onetouch auto-up operation of the drivers window.
For details, see the next page.
Door Lock Control

System
This system has key-linked lock and unlock and door lock control
switch functions. All doors can be locked and unlocked simultaneously by
operation of the door key or door lock control switch.
The basic construction and operation are the same as in the previous model.
Wireless Door Lock

Remote Control System
A remote control system is adopted in which the lock and unlock functions
of all doors can be controlled by the signals emitted from a transmitter.
Engine Immobiliser
System
This is a theft-deterrent system which disables the engine unless the ignition
key used to start the engine has an ID code that matches the pre-registered
code in the vehicle.
Seat Heater
The seat heater system improves the comfort of the driver and the front passenger in a cold weather by heating the surface of the seats.
It is a 2-mode control type system that provides a switch to turn the heater
ON and OFF.
Airbag
The SRS (Supplemental Restraint System) airbag is provided for the driver
and front passenger. The SRS airbag has been designed to lessen the shock
to the head and chest of the driver and front passenger with a frontal impact
in the even of a collision.
3 sensor type airbag system is used in which the detection of deceleration
during a collision as well as control of the airbag system is accomplished by
the front airbag sensor and airbag sensor assembly.
Side Airbag
The SRS side airbag is provided for the outer side of the front seat back. SRS
side airbag has been designed to help reducing the impact energy that is
transmitted to the driver and front passenger in the event of a side collision.
SRS
SRS
Moon Roof
A moon roof provides good ventilation and exhilarating open air driving.
This system includes one-touch slide open and close and jam-protection
functions.
Outside Rear View

Mirror
An electrical remote control type outside rear view mirror that enables mirror
angle to be adjusted by a switch operation of is provided.
Also, an internal heater which operates in conjunction with the rear window
defogger have been adopted.
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JPOWER WINDOW
1. General
The new Avensis/Corona has adopted an one-touch auto up-and-down function in which the drivers door
window can be fully opened or closed through one-touch operation.
In conjunction with this function, a jam protection function has been newly added. If a foreign object becomes
jammed between the glass and the window frame during one-touch auto-up operation, this function automatically stops the power windows upward movement and moves it downward.
The major function parts of jam protection function of the power window are shown below.
Power Window
Ignition Switch
Regulator Assembly
Power Window
Switch
Power Window
Regulator Assembly
145BE66
Sedan Model
3. Wiring Diagram
IG Switch
GAUGE
AM1
POWER
Power Window
Main Relay
ALTER
Integration
Relay
Rear Window Master

Switch (Front LH)
MAIN
Battery
Power Window
Controller
(Front LH)
Power Window
Switch
(Front RH)
Power Window
Switch
(Rear LH)
Power Window
Power Window
Motor (Front RH) Motor (Rear RH)
Power Window
Motor (Rear LH)
Power Window
Switch (Rear RH)
145BE48
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4. Construction
Pulse Sensor
The pulse sensor consists of a magnet and a hall IC. The magnet rotates with the power window motor. The
hall IC detects a polarity change which is caused by the rotation of the magnet, and converts it into a pulse
signal. The pulse sensor (hall IC) outputs a pulse signal to the controller.
Also, the neutral zone in which the jam protection function does not operate is determined by the number
of pulses.
Magnet
Motor
Hall IC
Output Pulse Signal
Controller
145BE53
145BE49
Controller
Consisting of a pulse input circuit, jam judgment circuit, and motor drive circuit, the controller is integrated
with the power window motor.
The jam judgment circuit detects if a foreign object is jammed in the window by sensing a change in the
signal that is output by the pulse sensor.
Power Window Master Switch
The power window master switch outputs control signals for the power windows up, down, one-touch autoup, one-touch auto-down functions to the power window motor.
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5. Operation
Normal Operation
During the normal operation of the power window, the power window motor rotates at a constant speed.
Accordingly, the width of the pulse signals that are output by the pulse sensor to the controller is uniform.
When the controller receives pulse signals with a uniform width, it determines that no jamming occurred.
Thus, the controller determines the power window movement according to the signal that is received by the
controller.
t1
t2
t1 = t2
Output Pulse Signal
145BE50
Jam Protection Operation

If an object becomes jammed between the glass and the window frame during one-touch auto-up operation,
the power window motors speed decreases ( 1 ). Accordingly, the width of the pulse signals that are output
by the pulse sensor to the controller increases. After the motors deceleration rate exceeds a predetermined
value, the jam judgment circuit determines that jamming occurred.
Then, the controller stops the upward movement of the window, and automatically moves the window
downward so that there will be a window opening of 200 mm (7.9 in.) or more ( 2 ).
The jam protection function operates only during a one-touch auto-up operation.
Foreign Object
Foreign Object Jammed
t1
t2
t1 < t2
Output Pulse Signal

145BE51
NOTE: Immediately before the window is fully closed, there is an area in which the jam protection function
does not operate.
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JWIRELESS DOOR LOCK REMOTE CONTROL SYSTEM

1. General
The wireless door lock remote control system is a convenient system for locking and unlocking all the doors
from a distance. The (weak radio wave) signal that is transmitted from the transmitter is received by the antenna, which is enclosed in the door control receiver. The door lock motor is then controlled in accordance with
the received signal.
This system in the Avensis/Corona has the following features.
D A two-button, key-integrated transmitter has been adopted.
D The maximum of four kinds of transmitter recognition codes can be registered.
D A rolling code system, in which the signal configuration changes each time when a signal is transmitted
by the transmitter, has been adopted.
D The key cylinder for the front passenger door has been discontinued on the models with the wireless door
lock remote control system.
"
System Diagram A
Transmitter
Key Unlock
Warning Switch
Door Control
Receiver
Door Courtesy
Switch
Door Lock
Control Relay
Door Lock
Motor
145BE12
Lock / Unlock
Detection Signal
2. Wiring Diagram
Toyota Vehicle
Security System
Door Lock
Motor
IG Switch
Door Control
Receiver
Courtesy
Switches
Integration
Relay
Battery
Key Unlock
Warning
Switch
Door Key
Lock Switch
145BE65
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3. Construction
Transmitter
A key-integrated type transmitter, which is enclosed in the ignition key, has been adopted.
The lock and unlock functions of all the doors
can be controlled by operating the switches on
the transmitter.
Unlock
Switch
Lock
Switch
145BE43
Door Control Receiver

The door control receiver is provided with an internal antenna to receive the signals emitted by the transmitter. When a signal is received from the transmitter, the receiver outputs an appropriate signal (to lock or
unlock the door) to the door lock control relay. The receiver also contains an EEPROM which can store the
transmitter recognition codes.
Key Unlock Warning Switch
The key unlock warning switch detects whether or not the ignition key is inserted into the ignition key cylinder. It goes on when the key is inserted and off when it is removed from the cylinder.
Door Courtesy Switch
BE
The door courtesy switch detects the operation of a door. It goes on when the door is open and off when it
is closed.
4. Function
Normal Operation
The following operations take place by operating the transmitter switches.
1) All Doors Unlock Operation
Unlocks all the doors after the transmitter Unlock switch is pressed.
However, if the luggage door or the back door have been locked by the master key, the luggage door or
the back door cannot be unlocked with the transmitter.
2) All Doors Lock Operation
Locks all the doors after the transmitter Lock switch is pressed.
Auto Lock Function
If none of the doors are opened within 30 seconds after they are unlocked by the wireless door lock remote
control, all the doors are locked again automatically.
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Transmitter Switch Misoperation Prevention Function

When an ignition key is in the ignition key cylinder, the wireless door lock remote control is temporarily
cancelled to prevent misoperation.
Reception Stop Function When Door is Open (Lock Function Only)
Reception is rejected when a door is open because the operator may think that all the doors are locked if
the system were to operate when any of the doors is not closed completely. This function is to prevent incorrect operation on such an occasion.
Transmitter Recognition Code Registration Function
The table below shows the 4 special coded ID registration function modes through which up to 4 different
codes can be registered. The codes are electronically registered (written to and stored) in the EEPROM.
For details of the recognition code registration procedure, refer to the Avensis/Corona Repair Manual (Pub.
No. RM599E) to register the codes correctly.
Function
Mode
Rewire Mode
Erases all previously registered codes and registers only the newly received
codes.
This mode is used whenever a transmitter or the wireless door lock ECU is
replaced.
Add Mode
Adds a newly received code while preserving any previously registered

codes. This mode is used when adding a new transmitter. If the number of
codes exceeds 4, the oldest registered code is erased first.
Confirm Mode
Confirms how many codes are currently registered. When adding a new
code, this mode is used to check how many codes already exist.
Prohibit Mode
To delete all the registered codes and to prohibit the wireless door lock function. This mode is used when the transmitter is lost.
Transmitter Recognition Code Resynchronizing Function

If the transmitter and the receiver go out of synchronization due to the operations described below, the transmitter in which recognition codes are registered can be resynchronized.
D The transmitters battery has been changed.
D The transmitter has been operated continuously in an area outside of the receivers signal reception area.
For details of the recognition code resynchronizing procedure, refer to the Avensis/Corona Repair Manual
(Pub. No. RM599E).
Diagnostic Function
A diagnostic function that comprises the following 2 functions has been adopted.
D A function to check the state of the signal being sent and received by the transmitter.
D A function to distinguish a non-registered transmitter or a desynchronized transmitter from a normal
transmitter.
For details of the diagnostic procedure, refer to the Avensis/Corona Repair Manual (Pub. No. RM599E).
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149
JENGINE IMMOBILISER SYSTEM

1. General
The engine immobiliser system is a theft-deterrent system which disables the engine from starting by using
the ignition key with an ID code that matches the pre-registered code in the vehicle.
This system adopts a transponder system which uses a transponder chip embedded in the grip of the ignition
key. When the coil that is integrated in the transponder key computer and located around the ignition key
cylinder receives the ID code signal transmitted by the transponder chip, the transponder key computer determines whether or not the ID code matches the code that is stored in the transponder key computer.
"
System Diagram A
Transponder
Chip
Transponder
Key
Computer
Spark Plug
Key
Cylinder
Engine
ECU
Ignition Key
Fuel Injector
Gasoline Engine Model
145BE46
The major function parts of the engine immobiliser system are shown below.
Transponder key
Computer
BE
Engine ECU
145BE64
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150
3. Wiring Diagram
AM1
Unlock Warning
Switch
ECU-B
ALTER
AM2
IG Switch IGN
Transponder
Key Coil
Transponder Key
Computer
Door Courtesy
Switches
MAIN
Engine
ECU
Battery
Check
Connector
145BE44
4. Construction
The engine immobiliser system consists of the transponder key (ignition key) and transponder key computer.
Transponder Key (Ignition Key)
A transponder chip is embedded in the grip of the
ignition key. Each transponder chip contains an
individual transponder key code (ID code). The
key does not need an internal battery to transmit
a key code.
Transponder Chip
Key without Transmitter

145BE45
Transponder Key Computer

The transponder key computer integrates a coil that receives the transponder key code from the transponder
chip, an amplifier that amplifies the code, and an ECU that verifies the legitimacy of the received code.
The transponder key computer is installed in the upper of the key cylinder.
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5. Operation
Setting the Engine Immobiliser System
D When the ignition key is removed from the key cylinder, the engine immobiliser system will be set.
D After 20 seconds have elapsed upon turning the ignition key from the ON position to the ACC or LOCK
position, the engine immobiliser will be set.
Unsetting the Engine Immobiliser System
1 When the ignition key is inserted in the key cylinder, the transponder key computer causes the coil that
is integrated in the computer to provide electromagnetic energy to the transponder chip, thus enabling
the transponder chip to transmit a key-code signal.
The condenser in the transponder chip converts and stores this energy as electrical energy. The transponder chip then uses this electrical energy to transmit a key-code signal.
2 After being received by the coil that is integrated in the computer, the key-code signal is amplified by
the amplifier that is enclosed in the computer and is sent to the ECU portion to verify the legitimacy
of the code.
The key code that has been received by the ECU part is then compared to the key code that is stored
in the ECU part. The code comparison process takes place, and if the codes match in a row, the ECU
part unsets the immobiliser system.
As a result, the engine will be able to start.
Transponder
Chip
Transponder
Electro- Key
magnetic Computer
Energy 1
2
Ignition
BE
Key
Cylinder
Engine
ECU
Key-Code Signal
Fuel Injection
145BE47
Gasoline Engine Model

1 : Amplifier Part
2 : Code Memory Circuit
3 : Code Comparison Circuit
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152
6. Functions
The engine immobiliser system provides the following functions:
Immobiliser Cancel Function
The immobiliser system is cancelled when the following condition is met, thus permitting authorized operation of the engine:
D The ignition key has been inserted in the key cylinder (after the transponder key computer reads the key
code of the transponder chip and that code matches the pre-registered key code in a row).
New Transponder Key Code Registration Function
This function allows the registration of the key code of a new master or sub key to the transponder key computer. A maximum of 6 different transponder key codes (4 for master keys and 2 for sub keys) can be registered in the transponder key computer. This function is used if the transponder key computer is replaced
with a new one.
Additional Transponder Key Code Registration Function
This function enables the registration of the key code for a new master key or sub key, while retaining the
key codes that are already registered. This function is used for the purpose of adding a new master or sub
key.
Transponder Key Code Delete Function
This function deletes all the transponder key codes that are registered in the transponder key computer except for the key code of the master key that was used to execute the delete function.
For further details on transponder key code registration, addition, and deletion, see the Avensis/Corona
Chassis and Body Repair Manual (Pub. No. RM599E).
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153
J SRS AIRBAG
1. General
D The SRS (Supplemental Restraint System) airbag is designed to help lessen the shock to the driver and front
passenger as a supplement to the seat belt.
In a collision, the airbag sensor detects the shock and if the front-to-rear shock is greater than a specified
value, the airbags stored in the steering wheel pad for the driver and above the glove box for the front passenger inflate instantly to help reduce the likelihood of the drivers or front passengers head and chest
directly hitting the steering wheel or instrument panel.
D A 3-sensor type airbag system is used, in which the detection of deceleration during a collision is accomplished by the front airbag sensor and airbag sensor enclosed in the airbag sensor assembly.
D The airbag system is controlled by the airbag sensor assembly. It has a self-diagnosis function. When it
detects a system malfunction, it lights up the SRS warning light on the combination meter to alert the driver.
"
BE
145BE10
LHD Model
System Diagram A
The activation processes of the SRS airbag is as illustrated below.

Inflator
Squib
Airbag Sensor Assembly

Power
Source
Safing
Sensor
Airbag Sensor
Gas
Generator
Inflator
Bag
(For Driver)
Initiator
Collision
Impact
Front Airbag
Sensor
To Seat Belt
Pretensioner
Gas
Bag
For Front
Passenger
145BE52
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154
The major function parts of the airbag systems are shown below.
SRS
Right Side Front

Airbag Sensor
Assembly
Warning Light
Inflator and Bag for

Front Passenger
(Above the Glove Box)
Left Side Front Airbag

Sensor Assembly
Inflator and Bag for Driver

(In Steering Wheel Pad)

145BE56
LHD Model
3. Wiring Diagram
SRS Warning
Back-Up
Power Source
Check
Connector
DC-DC
Converter
Safing
Sensor
Front Airbag
Sensor (RH)
Squib
(For Driver)
Drive
Circuit
Drive
Circuit
Battery
Initiator
For Front
Passenger
CPU
Drive
Circuit
Front Airbag
Sensor (LH)
Light
Drive
Circuit
Airbag
Sensor
Spiral
Cable
To Seat Belt
Pretensioner
145BE34
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155

Front Airbag Sensor
The front airbag sensor consists of rotor, movable contact point and a stationary contact point.
The rotor is fixed by the initial set load of the movable contact point. At the same time, the movable contact
point restrains the movement of the rotor which is generated during vehicle deceleration, thus preventing
the unintended activation of the system.
If a sudden deceleration that exceeds a predetermined value occurs due to a collision of the vehicle, the rotor
will rotate. The rotational movement of the rotor pushes the movable contact point and causes the movable
and stationary contact points to come into contact. As a result, an ON signal is generated and transmitted
to the airbag sensor assembly.
Deceleration
Rotor
Movable
Contact
Point
Stationary
Contact Point
145BE35
Normal Condition
145BE36
Activated Condition
BE
1) Description
The airbag sensor assembly is mounted on the center floor under the instrument panel. It receives signals
from the airbag sensor enclosed in the airbag sensor assembly and front airbag sensor and judges whether
the airbag and seat belt pretensioner must be activated or not, and then diagnoses system malfunctions.
2) Construction and Operation
The airbag sensor assembly consists of airbag sensor, safing sensor, ignition control circuit, diagnosis
circuit, etc.
a. Airbag Sensor, Ignition Control Circuit
D The airbag sensor is enclosed in the airbag sensor assembly. Based on the deceleration of the vehicle
that occurs during a collision, the distortion that is created in the sensor is converted into an electric
signal. This signal is a linear representation of the deceleration rate.
D The ignition control circuit performs a prescribed calculation based on the signal output by the airbag
sensor and the front airbag sensor. If these calculated values are larger than a predetermined value,
it activates the ignition operation.
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b. Safing Sensor
The safing sensor is enclosed in the airbag sensor assembly. The sensor turns ON and outputs an ON
signal to the airbag sensor assembly if a deceleration force that is higher than a predetermined value
is applied to the safing sensor as a result of a frontal collision.
c. Back-Up Power Source
The back-up power source consists of a power supply capacitor and a DC-DC converter. In case of a
power system failure during a collision, the power supply capacitor discharges and supplies electric
power to the system. The DC-DC converter is a boosting transformer when the battery voltage drops
below a certain level.
d. Diagnosis Circuit
This circuit constantly diagnoses the system for any malfunction. When a malfunction is detected, it
lights up the SRS warning light on the combination meter to alert the driver.
e. Memory Circuit
When a malfunction is detected by the diagnosis circuit, it is coded and stored in this memory circuit.
Inflator and Bag

a. For Driver (In Steering Wheel)
D The inflator and bag are stored in the steering wheel pad and cannot be disassembled. The inflator
contains a squib, gas generator, etc., and inflates the bag in case of collision. The bag is made of strong
nylon cloth.
Also, there are 2 gas exhaust ports provided at the back of the airbag to release the nitrogen gas quickly after the airbag has been deployed.
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D The airbag sensor and front airbag sensors are activated by deceleration due to frontal collision. Electric current then ignites the squib located in the inflator. The flame spreads instantaneously to the gas
generator, and a large amount of nitrogen gas is generated from the gas generator. The gas flows
through the filter where cinders are removed and the gas is cooled before filling the bag. Then, as
it expands, the drivers bag tears open the wheel pad outer layer to further expand and to help to restrain the impact applied to the head and chest of the driver.
b. For Front Passenger (Above the Glove Box)
D The inflator is comprised of a initiator, projectile, pressure bulkhead, propellant grain, gas and etc..
The bag is made of strong nylon cloth, and becomes inflated by the argon gas generated by the inflator.
The inflator and bag are integrated inside the case, and located in the passenger side instrument panel.
Initiator
Gas Release
Hole
Projectile Primer
Ignition Booster
Pressure
Action Propellant
Bulkhead
Piston Grain
Gas
145BE13
D If the airbag sensor is turned on by deceleration due to frontal collision, electric current then ignites
the initiator located in the inflator. The projectile which fired by the ignition of the initiator pierces
through the pressure bulkhead and collides with the action piston, which causes the primer to ignite.
The flame of the primer spreads instantaneously to the ignition booster and to the propellant grain.
The gas which expanded by the heat of the ignition of the propellant grain flows into the airbag via
the gas release hole, thus inflating the airbag. The airbag pushes the airbag door open to further expand and to help reduce the impact applied to the head and chest of the front passenger.
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BE
158

"
Operation A
Squib
Projectile
Orifice Disk
Action Piston
145BE14
Ignition Booster
Action Piston
Projectile
Primer
Propellant Grain
145BE15
Gas
Gas Release Hole
Propellant Grain
145BE16
: Propagation of Fire
: Flow of Argon Gas
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SRS
Warning Light
The SRS warning light is located on the combination meter.

It comes on to alert the driver about the system
trouble when a malfunction is detected in selfdiagnosis of the airbag sensor assembly and side
airbag sensor assembly. In normal operating
conditions when the ignition switch is turned to
the ACC or ON position, the light comes on for
about 6 seconds and then goes off.
145BE26
5. System Operation
Ignition Judgement and Condition
D When the vehicle collides in the hatched are (Fig. 1) and the shock is larger than a predetermined level,
the airbag and the seat belt pretensioner are activated automatically. The airbag sensor is characteristically turned in such a way that can judge the need for ignition in collisions within the hatched area.
D The safing sensor is designed to be activated by a smaller deceleration rate than that of the airbag sensor.
As illustrated in Fig. 2 below, ignition is operated when current flows to the squib. This happens when
a safing sensor and the airbag sensor go on simultaneously.
D Airbag sensor assembly judges whether or not to inflate the airbag in accordance with ON/OFF of the
front airbag sensor and the deceleration detected by the airbag sensor.
BE
Front Airbag
Sensor ON / OFF
Safing Sensor
ON
AND
Ignition
Airbag Sensor
ON
Range of Operation
145BE17
145BE18
Fig. 1
Fig. 2
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J SRS SIDE AIRBAG

1. General
D In conjunction with the energy absorbing doors, the SRS side airbags have been designed to help reducing
the impact energy that is transmitted to the driver and front passenger in the event of a side collision. In
a side collision, the side airbag sensor detects the shock and if the side-to-side shock is greater than a specified value, the airbags stored in the seat back for the driver and the front passenger inflate instantly to help
reducing the likelihood of the drivers or front passengers arm and chest directly hitting against the door
trim.
D Each SRS side airbag is independent of the other.
D An electrical type SRS side airbag, in which the side airbag is activated by the ignition signal emitted by
the airbag sensor assembly, has been adopted.
145BE11
LHD Model
"
System Diagram A
The activation processes of the SRS side airbag is as illustrated below.

Left Side Airbag
Sensor Assembly
Power
Source
Safing
Sensor
Side Airbag
Sensor
Collision
Impact
Initiator
Gas
Inflator
Gas
Bag
(For Driver)
CPU
Drive
Circuit
Airbag Sensor
Assembly
For Driver (LHD Model)
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145BE32
161
The major function parts of the side airbag system are shown below.
SRS
Right Side Airbag

Assembly
Warning Light
Right Side
Left Side Airbag

Assembly
Left Side Airbag
Sensor Assembly
Airbag Sensor
Assembly
145BE57
LHD Model
3. Wiring Diagram
BE
SRS
Back-Up
Power Source
Warning Light
Check
Connector
DC-DC
Converter
Safing
Sensor
Side Airbag Sensor

Assembly (LH)
Side Airbag Sensor

Assembly (RH)
Power
Control
Power
Control
CPU
Communication
Circuit
Battery
Initiator
(LH)
Communication
Circuit
Drive
Circuit
Drive
Circuit
Drive
Circuit
Drive
Circuit
http://vnx.su
Initiator
(RH)
145BE37
162

Side Airbag Sensor Assembly
1) Description
The side airbag sensor assembly is mounted on the right and left center pillars. It receives signals from
the side airbag sensor enclosed in the side airbag sensor assembly and judges whether the side airbag must
be activated or not.
The side airbag sensor assembly consists of side airbag sensor, safing sensor, etc.
a. Side Airbag Sensor
The side airbag sensor is enclosed in the side airbag sensor assembly based on the acceleration of the
vehicle that occurs during a side collision. The distortion that is created in the sensor is converted into
an electric signal. This signal is a linear representation of the acceleration rate.
b. Safing Sensor
The safing sensor is enclosed in the side airbag sensor assembly. The sensor turns ON if an acceleration
force that is higher than a predetermined value is applied to the safing sensor as a result of a side collision.
1) Description
The airbag sensor assembly is mounted on the center floor under the instrument panel.
When the airbag sensor assembly receives the airbag activation signal from the side airbag sensor assembly, it applies current to the inflator.
Furthermore, the airbag sensor assembly diagnoses a system malfunction of the side airbag system.
This is the same airbag sensor assembly which is used for the SRS airbag for the driver and front passenger.
The airbag sensor assembly consists of ignition control circuit, back up power source, diagnosis circuit,
memory circuit, etc.
For details on the construction and the operation of these items, refer to page 155.
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Inflator and Bag
1) Construction
The inflator and bag are integrated inside the case and located in the outer side of the seat back. The inflator is compraised of a microgas generator, propellant, bracket, break washer and compressive gas. The
bag is made of strong nylon cloth and becomes inflated by the gas heated by the inflator.
Bracket
Nail
Propellant
Microgas
Generator
Outer Hole
Compressive Gas
Break Washer
145BE39
CAUTION
The microgas generator is ignited even by a feeble current. As it is dangerous, never measure the resistance of the microgas generator with a volt/ohmmeter, etc.
2) Operation
If the side airbag sensor is turned on by acceleration due to side collision, electric current then ignites
the microgas generator in the inflator. The flame of microgas generator spreads instantaneously to the
propellant.
The flame of microgas generator spreads instantaneously to the propellant. The combustion of the propellant causes the gas to expand and the bracket and nail to move. The movement of the bracket and nail
causes the compressive gas to tear the break washer and enables the gas to be discharged. The discharged
gas mixes with the propellants combustion gas and flows into the bag through the outlet hole.
Then the side airbag tears open the seat outer cover to further expand and to help to reduce the impact
applied to the arm and chest of the driver/front pasenger.
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164
Propellant
Microgas
Generator
Nail
Expansion Gas
145BE40
Bracket
Combustion Gas
Outer Hole
Compressive Gas
Compressive Gas
Break Washer
145BE41
SRS
Warning Light
The SRS warning light, which is located inside the combination meter, illuminates to inform the driver if
a malfunction occurs in the SRS side airbag system. This light is also used as a warning light for the SRS
airbag system.
5. System Operation
Ignition Judgement and Conditions
The safing sensor is designed to be activated by a smaller acceleration rate than that of the side airbag sensor.
As illustrated below, ignition is caused when current flows to the initiator, which happens when a safing
sensor and the side airbag sensor go on simultaneously,
Safing Sensor
ON
AND
Ignition
Side Airbag
Sensor ON
Range of Operation
145BE33
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AP
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166
APPENDIX
MAJOR TECHNICAL SPECIFICATIONS

Area
Item
Europe
4-Door Sedan
Body Type
Vehicle Grade
Model Code
Overall
Length
mm (in.)
Width
Height
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
z
z
z
z
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1160 (45.7), 1110 (43.7)*1
875 (34.4)
985 (38.8)
z
z
z
z
z
z
z
z
z
z
z
z
15
Min. Running Ground Clearance
mm (in.)
155 (6.1)
17.7_
18.4_
690 X 745 (1521 X 1642)
505 X 540 (1113 X 1190)
z
z
z
z
z
z
z
z
695 X 745 (1532 X 1642)
510 X 540 (1124 X 1190)
z
z
z
695 X 750 (1532 X 1653)
z
20
1195 X 1285 (2634 X 2832)

860 (1896)
870 (1918)
1730 (3814)
z
z
z
z
1205 X 1285 (2656 X 2832)

z
z
z
1205 X 1290 (2656 X 2843)

890 (1962)
z
1760 (3880)
z
z
195 (121)
z
z
z
z
z
Major Dimensions & Vehicle Weights
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Luggage Compartment Capacity
Max. Speed
Max. Cruising Speed
Acceleration
Performance
z
z
z
z
Gross Vehicle Weight
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
1st Gear km / h (mph)
2nd Gear km / h (mph)
3rd Gear km / h (mph)
4th Gear km / h (mph)
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
LINEA TERRA
AT221R-AEMNKW
z
z
z
z
z
z
z
Tread
Engine
Electrical
LINEA SOL
AT220L-AEMEKW
z
z
z
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Wheel Base
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio
Carburetor Type or Injection Pump Type (Diesel)
Research Octane No. or Cetane No. (Diesel)

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Battery Capacity (5HR)
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
LINEA TERRA
AT220R-AEMNKW
AT220L-AEMNKW
4490 (176.8)
z
1710 (67.3)
z
1425 (56.1)
z
Differential Gear Ratio (Final)

Front
Brake Type
Rear
Parking Brake Type
Brake Booster Type and Size
Proportioning Valve Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Steering Gear Ratio (Overall)
Power Steering Type
in.
60 (13.2)
0.50 (17.7)
190 (118)
180 (111)
190
z
z
195 (121)*3
z
(118)*2,
12.1
18.1
45 (27)
83 (51)
12.1*2, 11.7*3
18.1*2, 18.0*3
z
z
11.7
18.0
z
z
11.0
17.6
46 (28)
86 (53)
121 (75)
5.4 (17.7)
5.8 (19.0)
z
z
z
z
125 (77)
z
z
4A-FE
16-Valve, DOHC
81.0 x 77.0 (3.19 x 3.03)
1587 (96.8)
z
z
z
z
z
z
z
z
7A-FE
z
81.0 x 85.5 (3.19 x 3.37)
1762 (107.5)
9.5 : 1
EFI
95
74 / 5800
z
z
z
74 / 5800*2, 81 / 6000*3
z
z
z
81 / 6000
z
z
z
81 / 5600
136 / 4400
12-32, 48*4
960
1.1
136 / 4400*2, 145 / 4800*3

z
z
z
145 / 4800
z
z
z
155 / 2800
z
z
z
Dry, Single
C50
3.545
1.904
z
z
z
z
z
z
z
z
z
C250
z
z
1.310
0.969
0.815
3.250
z
z
z
z
z
z
z
z
z
1.031
z
z
4.058
Ventilated Disc
z
z
z
z
z
z
3.941
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
*1: With Moon Roof

*2: For Lean-Burn Engine
*3: For Stoichiometric Engine
*4: Option
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10
25
30
35
40
45
50
55
60
65
70
167
APPENDIX
Europe
4-Door Sedan
AT221L-AEMNKW
z
z
z
LINEA TERRA
AT221R-AEPNKW
z
z
z
AT221L-AEPNKW
z
z
z
AT221R-AEMEKW
z
z
z
LINEA SOL
AT221L-AEMEKW
z
z
z
AT221R-AEPEKW
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
z
z
z
z
z
695 X 750 (1532 X 1653)
z
z
z
z
z
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
z
1235 X 1320 (2722 X 2910)

z
z
z
z
z
z
z
1205 X 1290 (2656 X 2843)

z
z
z
z
z
z
z
1235 X 1320 (2722 X 2910)

z
z
z
z
z
z
z
z
z
185 (115)
175 (108)
z
z
z
z
z
z
195 (121)
180 (111)
z
z
z
z
z
z
185 (115)
175 (108)
z
z
z
z
12.2
18.5
54 (33)
98 (60)
z
z
z
z
11.0
18.0
54 (33)
98 (60)
z
z
z
z
12.2
18.5
54 (33)
98 (60)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
A246E
4.005
2.208
z
z
z
Dry, Single
C250
3.545
1.904
z
z
z
z
A246E
4.005
2.208
z
z
z
z
1.425
0.981
3.272
z
z
1.310
1.031
0.815
3.250
z
z
z
z
1.425
0.981
3.272
z
z
z
2.962
z
z
z
z
z
3.941
z
z
z
z
z
2.962
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
168
APPENDIX
Area
Item
Europe
4-Door Sedan
Body Type
Vehicle Grade
Model Code
LINEA SDL
z
z
z
z
z
z
z
z
z
z
z
z
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1160 (45.7), 1110 (43.7)*1
875 (34.4)
985 (38.8)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.7_
18.4_
725 X 780 (1598 X 1720)
510 X 540 (1124 X 1190)
z
z
z
730 X 780 (1609 X 1720)
515 X 540 (1135 X 1190)
z
z
z
z
z
z
z
z
755 X 805 (1665 X 1775)
z
20
1235 X 1320 (2722 X 2910)

890 (1962)
870 (1918)
1760 (3880)
1245 X 1320 (2744 X 2910)

920 (2028)
880 (1940)
1800 (3968)
z
z
z
z
1270 X 1345 (2800 X 2965)

z
z
z
60 (13.2)
0.50 (17.7)
185 (115)
175 (108)
z
z
205 (127)
185 (115)
z
z
z
z
z
z
200 (124)
180 (111)
12.2
18.5
54 (33)
98 (60)
9.3
16.8
z
90 (55)
z
z
z
z
10.6
17.6
60 (37)
110 (68)
5.4 (17.7)
5.8 (19.0)
134 (83)
z
z
z
z
z
z
7A-FE
16-Valve, DOHC
81.0 x 85.5 (3.19 x 3.37)
1762 (107.5)
3S-FE
z
86.0 x 86.0 (3.39 x 3.39)
1998 (121.9)
z
z
z
z
z
z
z
z
9.5 : 1
EFI
95
81 / 5600
9.8 : 1
z
z
94 / 5400
z
z
z
z
z
z
z
z
155 / 2800
12-32, 48*4
960
1.1
178 / 4400
z
z
1.0, 1.2*4
z
z
z
z
z
z
z
z
A246E
4.005
2.208
Dry, Single
S54
3.285
1.960
z
z
z
z
A241E
3.643
2.008
1.425
0.981
3.272
1.322
1.028
0.820
3.153
z
z
z
z
1.296
0.892
2.977
2.962
Ventilated Disc
3.944
z
z
z
z
z
3.178
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
ST220R-AEPEKW
z
z
z
Width
Height
Tread
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
ST220L-AEMEKW
z
z
z
mm (in.)
Wheel Base
Engine
Electrical
ST220R-AEMEKW
z
z
z
Length
Overall
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
AT221L-AEPEKW
4490 (176.8)
1710 (67.3)
1425 (56.1)

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
*1: With Moon Roof

*4: Option
*5: Mechanically Controlled
*6: Electronically Controlled
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
169
APPENDIX
Europe
4-Door Sedan
LINEA SOL
ST220L-AEPEKW
z
z
z
CT220L-AEMNXW
z
z
z
LINEA TERRA
CT220R-AEMNTW
z
z
z
CT220L-AEMNTW
z
z
z
LINEA SOL
CT220L-AEMETW
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
765 X 855 (1687 X 1885)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
1280 X 1395 (2822 X 3075)

950 (2094)
880 (1940)
1830 (4034)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
180 (111)
170 (105)
z
z
z
z
z
z
z
z
z
z
z
z
42 (26)
73 (45)
12.0
18.1
z
z
z
z
z
z
z
z
z
z
z
z
113 (70)
z
z
z
z
z
z
z
z
z
z
z
z
2C-T
8-Valve, OHC
86.0 x 85.0 (3.39 x 3.35)
1975 (120.5)
2C-TE
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
23.0 : 1
Distributor Type*5
48
60 / 4000
z
Distributor Type*6
z
66 / 4000
z
z
z
z
z
z
z
z
z
z
z
z
170 / 2000 X 3000

12-64
1080
2.0
203 / 2200
z
z
z
z
z
z
z
z
z
z
z
z
z
z
Dry, Single
S50
3.538
2.041
z
z
z
z
z
z
z
z
z
z
z
z
z
z
1.322
0.945
0.731
3.153
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
3.736
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
170
APPENDIX
Area
Item
Europe
5-Door Liftback
Body Type
Vehicle Grade
Model Code
Overall
Length
mm (in.)
Width
Height
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
z
z
z
z
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1160 (45.7), 1110 (43.7)*1
875 (34.4)
98.5 (38.8)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.7_
18.4_
695 X 745 (1532 X 1642)
530 X 560 (1168 X 1235)
z
z
z
z
z
z
z
z
z
z
z
z
z
695 X 750 (1532 X 1653)
z
20
1225 X 1305 (2700 X 2877)

860 (1896)
870 (1918)
1730 (3814)
z
z
z
z
z
z
z
z
1225 X 1310 (2700 X 2888)

890 (1962)
z
1760 (3880)
z
z
195 (121)
z
z
z
z
z
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
z
z
z
z
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
LINEA TERRA
AT221R-ALMNKW
z
z
z
z
z
z
z
Tread
Engine
Electrical
LINEA SOL
AT220L-ALMEKW
z
z
z
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Wheel Base
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
LINEA TERRA
AT220R-ALMNKW
AT220L-ALMNKW
4490 (176.8)
z
1710 (67.3)
z
1425 (56.1)
z

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
60 (13.2)
0.51 (18.0)
190 (118)
180 (111)
190
z
z
195 (121)*3
z
(118)*2,
12.1
18.1
45 (27)
83 (51)
12.1*2, 11.7*3
18.1*2, 18.0*3
z
z
11.7
18.0
z
z
11.0
17.6
46 (28)
86 (53)
121 (75)
5.4 (17.7)
5.8 (19.0)
z
z
z
z
125 (77)
z
z
4A-FE
16-Valve, DOHC
81.0 x 77.0 (3.19 x 3.03)
1587 (96.8)
z
z
z
z
z
z
z
z
7A-FE
z
81.0 x 85.5 (3.19 x 3.37)
1762 (107.5)
9.5 : 1
EFI
95
74 / 5800
z
z
z
74 / 5800*2, 81 / 6000*3
z
z
z
81 / 6000
9.5 : 1
z
z
81 / 5600
136 / 4400
12-32, 48*4
960
1.1
136 / 4400*2, 145 / 4800*3

z
z
z
145 / 4800
z
z
z
155 / 2800
z
z
z
Dry, Single
C50
3.545
1.904
z
z
z
z
z
z
z
z
z
C250
z
z
1.310
0.969
0.815
3.250
z
z
z
z
z
z
z
z
z
1.031
z
z
4.058
Ventilated Disc
z
z
z
z
z
z
3.941
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
*1: With Moon Roof

*4: Option
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
171
APPENDIX
Europe
5-Door Liftback
AT221L-ALMNKW
z
z
z
LINEA TERRA
AT221R-ALPNKW
z
z
z
AT221L-ALPNKW
z
z
z
AT221R-ALMEKW
z
z
z
LINEA SOL
AT221L-ALMEKW
z
z
z
AT221R-ALPEKW
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
z
z
z
z
z
695 X 750 (1532 X 1653)
z
z
z
z
z
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
z
1255 X 1340 (2700 X 2954)

z
z
z
z
z
z
z
1225 X 1310 (2700 X 2888)

z
z
z
z
z
z
z
1255 X 1340 (2700 X 2954)

z
z
z
z
z
z
z
z
z
185 (115)
175 (108)
z
z
z
z
z
z
195 (121)
180 (111)
z
z
z
z
z
z
185 (115)
175 (108)
z
z
z
z
12.2
18.5
54 (33)
98 (60)
z
z
z
z
11.0
17.6
46 (28)
86 (53)
z
z
z
z
12.2
18.5
54 (33)
98 (60)
z
z
z
z
z
z
125 (77)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
A246E
4.005
2.208
z
z
z
Dry, Single
C250
3.545
1.904
z
z
z
z
A246E
4.005
2.208
z
z
z
z
1.425
0.981
3.272
z
z
1.310
1.031
0.815
3.250
z
z
z
z
1.425
0.981
3.272
z
z
z
2.962
z
z
z
z
z
3.941
z
z
z
z
z
2.962
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
172
APPENDIX
Area
Item
Europe
5-Door Liftback
Body Type
Vehicle Grade
Model Code
LINEA SOL
z
z
z
z
z
z
z
z
z
z
z
z
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1160 (45.7), 1110 (43.7)*1
875 (34.4)
985 (38.8)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.7_
18.4_
725 X 780 (1598 X 1720)
530 X 560 (1168 X 1235)
z
z
z
730 X 780 (1609 X 1720)
535 X 560 (1180 X 1235)
z
z
z
z
z
z
z
z
755 X 805 (1664 X 1775)
z
20
1255 X 1340 (2700 X 2955)

890 (1962)
870 (1918)
1760 (3880)
1265 X 1340 (2789 X 2955)

920 (2028)
880 (1940)
1800 (3968)
z
z
z
z
1290 X 1365 (2844 X 3010)

z
z
z
60 (13.2)
0.51 (18.0)
185 (115)
175 (108)
z
z
205 (127)
185 (115)
z
z
z
z
z
z
200 (124)
180 (111)
12.2
18.5
54 (33)
98 (60)
9.3
16.8
z
90 (55)
z
z
z
z
10.6
17.6
60 (37)
110 (68)
5.4 (17.7)
5.8 (19.0)
134 (83)
z
z
z
z
z
z
7A-FE
16-Valve, DOHC
81.0 x 85.5 (3.19 x 3.37)
1762 (107.5)
3S-FE
z
86.0 x 86.0 (3.39 x 3.39)
1998 (121.9)
z
z
z
z
z
z
z
z
9.5 : 1
EFI
95
81 / 5600
9.8 : 1
z
95
94 / 5400
z
z
z
z
z
z
z
z
155 / 2800
12-32, 48*4
960
1.1
178 / 4400
z
z
1.0, 1.2*4
z
z
z
z
z
z
z
z
A246E
4.005
2.208
Dry, Single
S54
3.285
1.960
z
z
z
z
A241E
3.643
2.008
1.425
0.981
3.272
1.322
1.028
0.820
3.153
z
z
z
z
1.296
0.892
2.977
2.962
Ventilated Disc
3.944
z
z
z
z
z
3.178
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
ST220R-ALPEKW
z
z
z
Width
Height
Tread
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
ST220L-ALMEKW
z
z
z
mm (in.)
Wheel Base
Engine
Electrical
ST220R-ALMEKW
z
z
z
Length
Overall
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
AT221L-ALPEKW
4490 (176.8)
1710 (67.3)
1425 (56.1)

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
*1: With Moon Roof

*4:Option
*6:Electronically Controlled
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
173
APPENDIX
Europe
5-Door Liftback
LINEA SOL
ST220L-ALPEKW
z
z
z
LINEA TERRA
CT220R-ALMNTW
CT220L-ALMNTW
z
z
z
z
z
z
LINEA SOL
CT220L-ALMETW
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
765 X 855 (1687 X 1885)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
1300 X 1415 (2866 X 3120)

950 (2094)
880 (1940)
1830 (4034)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
180 (111)
170 (105)
z
z
z
z
z
z
z
z
z
z
z
z
12.0
18.1
42 (26)
73 (45)
z
z
z
z
z
z
z
z
z
z
113 (70)
z
z
z
z
z
z
z
z
z
z
2C-TE
8-Valve, OHC
86.0 x 85.0 (3.39 x 3.35)
1975 (120.5)
z
z
z
z
z
z
z
z
z
z
z
z
23.0 : 1
Distributor Type*6
48
66 / 4000
z
z
z
z
z
z
z
z
z
z
z
z
203 / 2200
12-64
1080
2.0
z
z
z
z
z
z
z
z
z
z
z
Dry, Single
S50
3.538
2.041
z
z
z
z
z
z
z
z
z
z
1.322
0.945
0.731
3.153
z
z
z
z
z
z
z
z
z
z
z
3.736
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
174
APPENDIX
Area
Item
Europe
5-Door Wagon
Body Type
Vehicle Grade
Model Code
Overall
Length
mm (in.)
Width
Height
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
z
z
z
z
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1170 (46.1), 1120 (44.1)*1
875 (34.4)
1065 (41.9)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.6_
17.4_
695 X 745 (1532 X 1642)
545 X 575 (1202 X 1268)
z
z
z
z
z
z
z
z
z
z
z
z
z
695 X 750 (1532 X 1653)
z
20
1240 X 1320 (2734 X 2910)

860 (1896)
870 (1918)
1730 (3814)
z
z
z
z
z
z
z
z
1240 X 1325 (2734 X 2921)

890 (1962)
z
1760 (3880)
60 (13.2)
0.53 (18.7)
185 (115)
175 (108)
z
z
190 (118)*3
185
175 (108)*2, 180 (111)*3
z
z
190 (118)
180 (111)
z
z
z
z
12.3
18.2
45 (27)
83 (51)
12.3*2, 11.7*3
18.2*2, 18.1*3
z
z
11.7
18.1
z
z
11.2
17.7
46 (28)
86 (53)
121 (75)
5.4 (17.7)
5.8 (19.0)
z
z
z
z
125 (77)
z
z
4A-FE
16-Valve, DOHC
81.0 x 77.0 (3.19 x 3.03)
1587 (96.8)
z
z
z
z
z
z
z
z
7A-FE
z
81.0 x 85.5 (3.19 x 3.37)
1762 (107.5)
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
z
z
z
z
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
LINEA TERRA
AT221R-AWMNKW
z
z
z
z
z
z
z
Tread
Engine
Electrical
LINEA SOL
AT220L-AWMEKW
z
z
z
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Wheel Base
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
LINEA TERRA
AT220R-AWMNKW
AT220L-AWMNKW
4570 (179.9)
z
1710 (67.3)
z
1500 (59.1)
z

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
(115)*2,
9.5 : 1
EFI
95
74 / 5800
z
z
z
74 / 5800*2, 81 / 6000*3
z
z
z
81 / 6000
z
z
z
81 / 5600
136 / 4400
12-32, 48*4
960
1.1
136 / 4400*2, 145 / 4800*3

z
z
z
145 / 4800
z
z
z
155 / 2800
z
z
z
Dry, Single
C50
3.545
1.904
z
z
z
z
z
z
z
z
z
C250
z
z
1.310
0.969
0.815
3.250
z
z
z
z
z
z
z
z
z
1.031
z
z
4.058
Ventilated Disc
z
z
z
z
z
z
3.941
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
*1: With Moon Roof

*4: Option
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
175
APPENDIX
Europe
5-Door Wagon
LINEA TERRA
AT221L-AWMNKW
AT221L-AWPNKW
z
z
z
z
z
z
AT221L-AWMEKW
z
z
z
LINEA SOL
AT221L-AWPEKW
ST220R-AWMEKW
z
z
z
z
z
z
ST220L-AWMEKW
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
695 X 750 (1532 X 1653)
z
z
z
z
725 X 780 (1598 X 1720)
z
z
z
z
730 X 780 (1609 X 1720)
550 X 575 (1213 X 1268)
z
z
z
z
z
z
z
z
z
1270 X 1355 (2800 X 2988)

z
z
z
1240 X 1325 (2734 X 2921)

z
z
z
1270 X 1355 (2800 X 2988)

z
z
z
1280 X 1355 (2822 X 2988)

920 (2028)
880 (1940)
1800 (3968)
z
z
z
z
z
z
z
z
z
z
180 (111)
170 (105)
z
z
190 (118)
180 (111)
z
z
180 (111)
170 (105)
z
z
200 (124)
180 (111)
z
z
z
z
z
z
z
z
12.4
18.6
54 (33)
98 (60)
11.2
17.7
46 (28)
86 (53)
12.4
18.6
54 (33)
98 (60)
9.5
16.9
z
90 (55)
z
z
z
z
z
z
z
z
125 (77)
z
z
z
z
134 (83)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
3S-FE
z
86.0 x 86.0 (3.39 x 3.39)
1998 (121.9)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
9.8 : 1
z
z
94 / 5400
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
178 / 4400
z
z
1.0, 1.2*4
z
z
z
z
z
z
z
z
A246E
4.005
2.208
Dry, Single
C250
3.545
1.904
A246E
4.005
2.208
Dry, Single
S54
3.285
1.960
z
z
z
z
z
z
z
z
1.425
0.981
3.272
1.310
1.031
0.815
3.250
1.425
0.981
3.272
1.322
1.028
0.820
3.153
z
z
z
z
z
z
z
2.962
z
z
3.941
z
z
2.962
z
z
3.944
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
176
APPENDIX
Area
Item
Europe
5-Door Wagon
Body Type
Vehicle Grade
Model Code
LINEA SOL
z
z
z
z
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1170 (46.1), 1120 (44.1)*1
875 (34.4)
1065 (41.9)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.6_
17.4_
755 X 805 (1664 X 1775)
550 X 575 (1213 X 1268)
z
z
z
z
z
z
z
z
765 X 855 (1687 X 1885)
z
z
z
z
z
z
20
1305 X 1380 (2877 X 3042)

920 (2028)
880 (1940)
1800 (3968)
z
z
z
z
1315 X 1430 (2900 X 3152)

950 (2094)
880 (1940)
1830 (4034)
z
z
z
z
60 (13.2)
0.53 (18.7)
195 (121)
180 (111)
z
z
z
z
z
z
175 (109)
165 (102)
z
z
z
z
10.8
17.7
60 (37)
110 (68)
z
z
z
z
12.2
18.2
42 (26)
73 (45)
z
z
z
z
5.4 (17.7)
5.8 (19.0)
z
z
113 (70)
z
z
z
z
3S-FE
16-Valve, DOHC
86.0 x 86.0 (3.39 x 3.39)
1998 (121.9)
z
z
z
z
2C-TE
8-Valve, OHC
86.0 x 85.0 (3.39 x 3.35)
1975 (120.5)
z
z
z
z
9.8 : 1
EFI
95
94 / 5400
z
z
z
z
23.0 : 1
Distributor Type*6
48
66 / 4800
z
z
z
z
178 / 4400
12-34, 48*4
960
1.0, 1.2*4
z
z
z
z
203 / 2200
12-64
1080
2.0
z
z
z
z
A241E
3.643
2.008
z
z
z
Dry, Single
S50
3.538
2.041
z
z
z
z
1.296
0.892
2.977
z
z
1.322
0.945
0.731
3.153
z
z
z
z
3.178
Ventilated Disc
z
z
z
3.736
z
z
z
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
z
z
z
z
mm (in.)
mm (in.)
Tread
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
z
z
z
z
mm (in.)
Width
Height
Wheel Base
Engine
Electrical
ST220L-AWPEKW
z
z
z
Length
Overall
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
LINEA TERRA
CT220R-AWMNKW
CT220L-AWMNKW
z
z
z
z
z
z
ST220R-AWPEKW
4570 (179.9)
1710 (67.3)
1500 (59.1)

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
*1: With Moon Roof

*4: Option
*6: Electronically Controlled
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
APPENDIX
177
Europe
5-Door Wagon
10
LINEA SOL
CT220L-AWMEKW
z
z
z
z
z
z
z
15
z
z
z
z
20
z
z
z
z
z
z
z
z
z
25
30
35
40
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
45
50
55
60
z
z
z
z
z
z
z
z
AP
z
z
z
z
z
z
z
z
z
z
z
65
70
z
z
z
z
z
z
http://vnx.su
178
APPENDIX
Area
Item
General Countries
4-Door Sedan
Body Type
Vehicle Grade
Model Code
z
z
z
z
z
z
z
z
z
z
z
z
mm (in.)
mm (in.)
Front
Rear
mm (in.)
mm (in.)
Length
mm (in.)
2630 (103.5)
1480 (58.3)
1450 (57.1)
1930 (76.0)
Width
Height
Front
Rear
mm (in.)
mm (in.)
mm (in.)
mm (in.)
1455 (57.3)
1160 (45.7), 1110 (43.7)*1
875 (34.4)
985 (38.8)
z
z
z
z
z
z
z
z
z
z
z
z
15
mm (in.)
155 (6.1)
17.7_
18.4_
685 X 745 (1510 X 1642)
505 X 540 (1113 X 1190)
z
z
z
z
z
z
z
z
715 X 775 (1576 X 1709)
z
z
z
z
725 X 780 (1598 X 1720)
515 X 540 (1135 X 1190)
20
1190 X 1285 (2623 X 2832)

860 (1896)
870 (1918)
1730 (3814)
z
z
z
z
1220 X 1315 (2690 X 2899)

890 (1962)
z
1760 (3880)
1240 X 1320 (2733 X 2910)

920 (2028)
880 (1940)
1800 (3968)
60 (13.2)
0.50 (17.7)
z
z
z
z
z
z
47 (29)
87 (54)
z
z
62 (38)
114 (70)
52 (32)
87 (54)
127 (78)
5.4 (17.7)
5.8 (19.0)
z
z
z
z
130 (80)
z
z
4A-FE
16-Valve, DOHC
81.0 x 77.0 (3.19 x 3.03)
1587 (96.8)
z
z
z
z
z
z
z
z
3S-FE
z
86.0 x 86.0 (3.39 x 3.39)
1998 (121.9)
9.5 : 1
EFI
90 or 95
81 / 6000
z
z
z
z
z
z
z
z
9.8 : 1
z
z
91 / 5600
145 / 4800
12-32, 48*4
960
1.1
z
z
z
z
z
z
z
z
178 / 4400
z
z
1.0, 1.2*4
Dry, Single
C50
3.545
1.904
z
z
z
z
A245E
3.643
2.008
Dry, Single
S54
3.285
1.960
1.310
0.969
0.815
3.250
z
z
z
z
1.296
0.892
2.977
1.322
1.028
0.820
3.153
4.058
Ventilated Disc
z
z
z
3.178
z
z
3.944
z
z
Drum
Single, 9
Dual-P Valve
MacPherson Strut
z
z
z
z
z
z
z
z
z
z
z
z
MacPherson Strut
STD
STD
Rack and Pinion
z
z
z
z
z
z
z
z
z
z
z
z
17.39
Integral Type
z
z
z
z
z
z
Room
Overhang
mm (in.)
Angle of Approach
degrees
Angle of Departure
degrees
kg (lb)
Front
Curb Weight
Rear
Total
Front
Rear
Total
Fuel Tank Capacity

Max. Speed
Max. Cruising Speed
Acceleration
Performance
ST220R-AEMNK
z
z
z
Width
Height
Tread
Max. Permissible
Speed
Min. Turning Radius
kg (lb)
kg (lb)
kg (lb)
kg (lb)
kg (lb)
(Imp.gal.)
m3 (cu.ft.)
km / h (mph)
km / h (mph)
0 to 100 km / h
sec.
0 to 400 m
sec.
Tire
m (ft.)
Body
m (ft.)
Engine Type
Valve Mechanism
Engine
AT220L-AEPNK
z
z
z
mm (in.)
Wheel Base
Engine
Electrical
AT220L-AEMNK
z
z
z
Length
Overall
Bore x Stroke
Displacement
mm (in.)
cm3 (cu.in.)
Compression Ratio

Max. Output (EEC)
kW / rpm
Max. Torque (EEC)
N.m / rpm
Voltage & Amp. hr.
Alternator Output
Starter Output
Watts
kW
Clutch Type
Transaxle Type
In First
Transmission Gear
Ratio
In Second
In Third
In Fourth
In Fifth
In Reverse
Counter Gear Ratio

Chassis
AT220R-AEMNK
4490 (176.8)
1710 (67.3)
1425 (56.1)

Front
Brake Type
Rear
Parking Brake Type
Suspension Type
Stabilizer Bar
Front
Rear
Front
Rear
Steering Gear Type

Power Steering Type
in.
*1: With Moon Roof

*4: Option
*5: Mechanically Controlled
http://vnx.su
10
25
30
35
40
45
50
55
60
65
70
179
APPENDIX
General Countries
4-Door Sedan
ST220L-AEMNK
z
z
z
ST220R-AEPNK
z
z
z
ST220L-AEPNK
z
z
z
CT220L-AEMNX
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
15
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
20
z
z
z
z
z
z
z
z
750 X 805 (1654 X 1775)
z
z
z
z
z
z
z
z
z
755 X 855 (1665 X 1885)
510 X 540 (1124 X 1190)
z
z
z
z
1265 X 1345 (2789 X 2965)

z
z
z
z
z
z
z
1265 X 1395 (2789 X 3075)

950 (2094)
880 (1940)
1830 (4034)
z
z
z
z
z
z
z
z
z
z
58 (36)
106 (65)
z
z
42 (26)
73 (45)
z
z
z
z
z
z
113 (70)
z
z
z
z
z
z
z
z
z
z
z
z
z
z
2C-T
8-Valve, OHC
86.0 x 85.0 (3.39 x 3.35)
1975 (120.5)
z
z
z
z
z
z
z
z
z
z
z
z
23.0 : 1
Distributor Type*5
48
60 / 4000
z
z
z
z
z
z
z
z
z
z
z
z
170 / 2000 X 3000

12-64
1080
2.0
z
z
z
z
A241E
3.643
2.008
z
z
z
Dry, Single
S50
3.538
2.041
z
z
z
z
1.296
0.892
2.977
z
z
1.322
0.945
0.731
3.153
z
z
z
3.178
z
z
z
z
z
3.736
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
10
25
30
35
40
45
50
55
60
65
70
http://vnx.su
AP
180
MEMO
http://vnx.su

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VNX - Su Avensis Main Characteristics 1997 2003 PDF

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FOREWORD

A potentially hazardous situation which could result in injury to people occur if

Damage to the vehicle or components may occur if instructions on what to do or not

Explains the theory behind mechanisms and techniques.

Notes or comments not included under the above 3 titles.

2. NEW MODEL OUTLINE

J FEATURE 1 Body Design

J FEATURE 2 Engine Type

4A-FE and 7A-FE Engines (Lean-Burn)

2C-T and 2C-TE Engines

Enhancement of Product Appeal

Lightweight and Highly Rigid Body . . . . . . . . . . .

BASIC MODEL CODE

STEERING WHEEL POSITION

*: Only for European Model

INTRODUCTION: DEVELOPMENT OBJECTIVE

The numerous charms of the Avensis/Corona.

Three body designs bursting with personality to meet

A wide range of engine types are available based on

A new mechanism and many refinements have

Beginning with a body construction, this vehicle comes

The interior design incorporates a large number of

NEW MODEL OUTLINE

Three body designs bursting with personality

Using the dynamic design of the sedan model as a base, this

NEW MODEL OUTLINE

The front pillar is extended forward by 30 mm

NEW MODEL OUTLINE

A wide range of engine types are available,

1,000 2,000 3,000 4,000 5,000 6,000 7,000

1,000 2,000 3,000 4,000 5,000 6,000 7,000

*The illustrations are intake manifold for 4A-FE engine.

1,000 2,000 3,000 4,000 5,000 6,000 7,000

The performance curves are for European specifications.

During repeated stop-and-go driving in the city, the improved low

NEW MODEL OUTLINE

The problems peculiar to diesel engines (black exhaust smoke,

J Diesel engine that places the maximum priority on economy (2C-T)

NEW MODEL OUTLINE

A new mechanism and many refinements have

This mechanism, which has attained both riding comfort

J Improved rear tire stability by lower arm construction

No. 2 Lower Arm

NEW MODEL OUTLINE

Side collision safety performance

In the unlikely event of an accident, the body construction effectively disperses

J The Avensis/Corona safety equipment is intended to protect passengers.

Side Airbag Sensor

NEW MODEL OUTLINE

Seat belt pretensioner with force limiter

Seat belt without force limiter

Seat belt with force limiter

Head impact protection structure

Steerability under braking

This illustration shows the image

High-mount stop light

Rear fog lights

High-mount Stop Light

Rear Fog Lights

Jam protection function (power windows and moon roof)

NEW MODEL OUTLINE

4-dial combination meter

New audio lineup is available

NEW MODEL OUTLINE

Partition net compatible with the new DIN (wagon)

Rear Seat when in Not Use